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 the second input shaft through a first transmission assembly and by the third input shaft through a second transmission assembly; the first output shaft or the second input shaft is detachably connected to the first transmission assembly through a first clutch; the first output shaft or the third input shaft is detachably connected to the second transmission assembly through a second clutch; and a planetary reduction section, which has a transmission adjustment assembly and a first planetary gear assembly and a second planetary gear assembly for transmission connection. The transmission device of this invention adopts a method of coupling the planetary reduction section with two parallel shafts. After coupling, six-speed transmission can be achieved, and the transmission requirements can be met with a relatively low torque output at the parallel shafts, which can improve the working stability 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 reduction section having a transmission adjustment assembly and a first planetary gear assembly and a second planetary gear assembly drivingly connected thereto, the first planetary gear assembly having a power input section, the second planetary gear assembly having a power output section, the power input section being drivingly connected to the first output shaft, the transmission adjustment assembly being adapted to adjust the transmission engagement state of the first planetary gear assembly and the second planetary gear assembly, and the planetary reduction section 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 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 reduction gear. The transmission uses a dual parallel shaft coupled with the planetary reduction gear to achieve power transmission. The dual parallel shafts can achieve two gear ratios, while the planetary reduction gear can achieve three gear ratios. After coupling, both can achieve six-speed transmission in pure electric mode and six-speed transmission in hybrid mode. Due to the large number of selectable gears, hybrid vehicles can flexibly select the required gear for power output according to their needs, effectively improving the gear utilization efficiency of the transmission. In addition, in this transmission method, since the planetary reduction gear 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, it can effectively reduce the radial force experienced by the parallel shaft during power transmission, 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 second input shaft is driven to engage with the first input shaft via a first transmission assembly. The first transmission assembly includes a first transmission wheel and a first engagement wheel that are driven to engage. The first transmission wheel is rotatably mounted on the second input shaft. The first engagement 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 effects: In this type of first clutch installation, since the first drive wheel is connected to the inner hub of the first clutch, the first drive wheel only needs a small outer diameter to meet the connection requirements, which can reduce the complexity of the first drive wheel.

[0009] In one optional embodiment, the third input shaft is driven to engage with the first input shaft via a second transmission assembly. The second transmission assembly includes a second transmission wheel and a second engagement wheel that are driven to engage with the first input shaft. The second transmission wheel is rotatably mounted on the third input shaft, and the second engagement 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 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 and avoids the problem of the first output shaft being too complex and difficult to manufacture. This arrangement of the input shafts makes the force on the first input shaft more balanced during transmission. In addition, the second, first, and third input shafts are arranged radially in sequence, and the second and third input shafts are spaced far apart circumferentially, which facilitates assembly and maintenance.

[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 first planetary gear assembly includes a first sun gear, a first planet gear, a first planet carrier, and a first ring gear that are in transmission engagement; the second planetary gear assembly includes a second sun gear, a second planet gear, a second planet carrier, and a second ring gear that are in transmission engagement; the first planet carrier is in transmission engagement with the second ring gear; the first ring gear is in transmission engagement with the second sun gear; the first sun gear is a power input part and is connected to the first output shaft; and the second ring gear is a power output part.

[0016] Beneficial effects: The first planetary gear assembly and the second planetary gear assembly have simple and reliable structures. By cooperating with the two planetary gear assemblies, various transmission methods with different transmission ratios can be achieved.

[0017] In one optional embodiment, the planetary reducer further includes a second output shaft and a transmission sleeve. The first planet carrier is connected to the second ring gear via the second output shaft. The transmission sleeve is fitted outside the second output shaft. The first ring gear is connected to the second sun gear via the transmission sleeve. When the planetary reducer is in the first transmission state, the transmission adjustment component fixes the second planet carrier separately. When the planetary reducer is in the second transmission state, the transmission adjustment component fixes the first ring gear separately. When the planetary reducer is in the third transmission state, the planetary reducer fixes the first planet gear assembly as a whole for rotation.

[0018] Beneficial effects: The fit between the second output shaft and the transmission sleeve is simple and reliable. The two fit together by sleeve, resulting in a compact overall structure that occupies less space.

[0019] In one alternative 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 via the third clutch, the first gear ring is detachably connected to the fixed frame via the fourth clutch, and the first gear ring is detachably connected to the first output shaft via the fifth clutch.

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

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

[0022] Beneficial effects: Wet clutches are more reliable and durable.

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

[0024] 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.

[0025] Figure 1 This is 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, second input shaft, third input shaft, and first output shaft of the speed change device shown after assembly;

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

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

[0029] Figure 5 for Figure 1The diagram shown is a schematic of the first gear transmission in the pure electric drive state of the transmission device.

[0030] Figure 6 for Figure 1 The diagram shows the second gear transmission of the speed change device in pure electric drive mode.

[0031] Figure 7 for Figure 1 The diagram shows the three-speed transmission of the gearbox in pure electric drive mode.

[0032] Figure 8 for Figure 1 The diagram shows a four-speed transmission of the gearbox in pure electric drive mode.

[0033] Figure 9 for Figure 1 The diagram shows the five-speed transmission of the gearbox in pure electric drive mode.

[0034] Figure 10 for Figure 1 The diagram shows a six-speed transmission in pure electric drive mode.

[0035] Explanation of reference numerals in the attached figures:

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

[0037] 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;

[0038] 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;

[0039] 4. First output shaft;

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

[0041] 6. Second transmission assembly; 601. Second transmission wheel; 602. Second mating 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 gear ring;

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

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

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

[0048] 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.

[0049] The following is combined with Figures 1 to 10 The following describes embodiments of the present invention.

[0050] 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 reduction gear. The first input shaft 1 is adapted to be connected to an engine 17 via a power clutch 18; the second input shaft 2 is driven by the first input shaft 1 and is adapted to be connected to a first power motor 19; the third input shaft 3 is driven by the first input shaft 1 and is adapted to be connected to a second power motor 20; the first output shaft 4 is driven by the second input shaft 2 via a first transmission assembly 5, and the first output shaft 4 is driven by the third input shaft 3 via a second transmission assembly 6; the first clutch 7 and the first output shaft 4 are also described. Alternatively, the second input shaft 2 can be detachably connected to the first transmission assembly 5 via the first clutch 7; the second clutch 8 can detachably connect the first output shaft 4 or the third input shaft 3 to the second transmission assembly 6 via the second clutch 8; the planetary reduction unit has a transmission adjustment assembly and a first planetary gear assembly 9 and a second planetary gear assembly 10 that are connected in transmission, 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 connected in transmission to the first output shaft 4, the transmission adjustment assembly is adapted to adjust the transmission engagement 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.

[0051] Using the transmission device of this embodiment, the engine 17 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 reduction gear. The transmission device uses a coupling method between two parallel shafts and the planetary reduction gear to achieve power transmission. The two parallel shafts can achieve two speed ratios, and the planetary reduction gear can achieve three speed ratios. After coupling, they can achieve pure electric six-speed and hybrid six-speed transmission. Due to the selectable gears... With multiple gears, hybrid vehicles can flexibly select the required gear for power output according to their needs, which can effectively improve the gear utilization efficiency of the transmission. In addition, in this transmission method, since the planetary reduction unit is the main component for speed reduction and torque amplification, the planetary reduction unit outputs a large torque, while the parallel shaft can meet the transmission requirements with a lower torque output. Therefore, it can effectively reduce the radial force on the parallel shaft when transmitting power, which can improve the working stability and reliability of the transmission 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.

[0052] 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.

[0053] In one possible implementation, the second input shaft 2 is driven by 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 mating wheel 502 that are driven together. 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. 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 can meet the connection requirements with a small outer diameter, which can reduce the complexity of the first transmission wheel 501.

[0054] It is 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 the requirements.

[0055] Specifically, a first mounting seat 201 is provided on the outer peripheral 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, such as Figure 3 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.

[0057] In one possible implementation, the third input shaft 3 is driven by the first input shaft 1 through the second transmission assembly 6. The second transmission assembly 6 includes a second transmission wheel 601 and a second mating wheel 602 that are driven together. 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. 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 structure of the second transmission assembly 6 is simple and reliable. 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.

[0058] It is understood that, as an alternative implementation, the inner hub of the second clutch 8 can 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 the requirements.

[0059] Specifically, a second mounting seat 301 is provided on the outer peripheral 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, such as Figure 4 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.

[0061] Additionally, it should be noted that 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.

[0062] 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.

[0063] Specifically, such as Figure 2 As 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] In one possible implementation, the first planetary gear assembly 9 includes a first sun gear 901, a first planet gear 902, a first planet carrier 903, and a first ring gear 904 that are in a transmission engagement. The second planetary gear assembly 10 includes a second sun gear 1001, a second planet gear 1002, a second planet carrier 1003, and a second ring gear 1004 that are in a transmission engagement. The first planet carrier 903 is in a transmission engagement with the second ring gear 1004, and the first ring gear 904 is in a transmission engagement with the second sun gear 1001. The first sun gear 901 is a power input part and is connected to the first output shaft 4. The second ring gear 1004 is a power output part. The first planetary gear assembly 9 and the second planetary gear assembly 10 have simple and reliable structures. By cooperating with the two planetary gear assemblies, various transmission methods with different transmission ratios can be realized.

[0068] In one possible implementation, the planetary reducer further includes a second output shaft 11 and a transmission sleeve 12. The first planetary carrier 903 is 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 connected to the second sun gear 1001 via the transmission sleeve 12. When the planetary reducer is in the first transmission state, the transmission adjustment component fixes the second planetary carrier 1003 separately. When the planetary reducer is in the second transmission state, the transmission adjustment component fixes the first ring gear 904 separately. When the planetary reducer is in the third transmission state, the planetary reducer fixes the first planetary gear assembly 9 as a whole for rotation. The cooperation between the second output shaft 11 and the transmission sleeve 12 is simple and reliable. The two are engaged by sleeve, resulting in a compact overall structure and a small footprint.

[0069] Specifically, the fixing method for the planetary reduction section to fix the first planetary gear assembly 9 as a whole for rotation is not limited. It can be that the first output shaft 4 is fixedly connected to the first gear ring 904, the first output shaft 4 is fixedly connected to the first planet carrier 903, the first sun gear 901 is fixedly connected to the first planet carrier 903, or the first sun gear 901 is fixedly connected to the first gear ring 904. As long as the first sun gear 901, the first planet gear 902 and the first planet carrier 903 can rotate as a whole, it is acceptable.

[0070] In one possible implementation, the transmission adjustment assembly 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 via the third clutch 14. The first gear ring 904 is detachably connected to the fixed frame 13 via the fourth clutch 15. The first gear ring 904 is detachably connected to the first output shaft 4 via the fifth clutch 16. The transmission adjustment assembly has a simple and reliable structure.

[0071] Among them, the third clutch 14 and the fourth clutch 15 are brakes, which play a braking role.

[0072] Specifically, 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. 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. The other 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, which in turn 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 gear ring 904. All 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.

[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 fixes the first gear ring 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. The first planetary carrier 903 is connected to the second output shaft 11 through a spline.

[0075] The fixing frame 13 can be a separate frame or the housing of the transmission device itself.

[0076] In one 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 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.

[0078] Specifically, such as Figure 3 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.

[0079] 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.

[0080] Specifically, such as Figure 4 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 forms a sealed cavity. The control oil port on the housing can inject or draw control oil into the second annular groove 307. The structure is simple and reliable.

[0081] Furthermore, the third clutch 14 controls its own engagement 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, and the inner wall of the annular groove is provided with a control oil port. The fourth clutch 15 can be directly controlled, lubricated and cooled through the control oil passage and lubrication passage provided on the housing.

[0082] In another possible implementation, two components that have a transmission relationship and are in a nested relationship are connected by a spline.

[0083] The gear positions of the transmission device in this embodiment will be 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 engaged in operation. 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 working or both motors working simultaneously.

[0085] Hybrid mode: such as Figure 1 As shown, when the power clutch 18 is engaged, the engine 17 is engaged. The engine 17 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 17 can drive the non-working motor to charge and 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 disengaged, it is in neutral (N) gear.

[0087] like Figure 5 As shown, when the first clutch 7 and the third clutch 14 are engaged, the second power motor 20 drives the first input shaft 1 to rotate via the third input shaft 3, and transmits its own power to the second input shaft 2 via the first input shaft 1. The first power motor 19 transmits its power to the second input shaft 2. After the power of the first power motor 19 and the second power motor 20 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 first sun gear 901. At this time, the third clutch 14 locks the second planetary carrier 1003. Part of the power from 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 via a spline. The other part of the power from 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 rotation of the second planetary gear 1002, which in turn drives the rotation of the second ring gear 1004. The power of the second ring gear 1004 is coupled with the power on the second output shaft 11 and then output. This is the transmission process of the first gear.

[0088] The specific gear position is mainly controlled by the working status of various shifting components such as clutches. The working status of the shifting components for other gears is shown in Table 1 below:

[0089]

[0090] Table 1 Coupling methods of shifting components

[0091] 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 gears one through six decrease sequentially; the pure electric and hybrid modes shown in the table above refer to the situation where the first power motor 19 and the second power motor 20 output power simultaneously, or it can be that only one of the motors outputs power.

[0092] According to an embodiment of the present invention, in another aspect, a power system is provided, comprising: the aforementioned transmission device, engine 17, first power motor 19, and second power motor 20; engine 17 is connected to the first input shaft 1 of the transmission device via a power clutch 18; the first power motor 19 is connected to the second input shaft 2 of the transmission device; and the second power motor 20 is connected to the third input shaft 3 of the transmission device.

[0093] 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 (17) via a power clutch (18); 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 (19); 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 (20); 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 reduction unit has a first planetary gear assembly (9) and a second planetary gear assembly (10) with a transmission adjustment component and a transmission connection. The first planetary gear assembly (9) has a power input component, and the second planetary gear assembly (10) has a power output component. The power input component is transmissionally connected to the first output shaft (4). The transmission adjustment component is adapted to adjust the transmission engagement state of the first planetary gear assembly (9) and the second planetary gear assembly (10). The planetary reduction unit has a first transmission state, a second transmission state, and a third transmission state with a gradually decreasing transmission ratio.

2. The speed change device according to claim 1, characterized in that, The second input shaft (2) is driven by the first transmission assembly (5) and the first input shaft (1). The first transmission assembly (5) includes a first transmission wheel (501) and a first mating wheel (502) that are driven together. 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). 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 driven by the first input shaft (1) through the second transmission assembly (6). The second transmission assembly (6) includes a second transmission wheel (601) and a second mating wheel (602) that are driven together. 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). 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 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 first planetary gear assembly (9) includes a first sun gear (901), a first planet gear (902), a first planet carrier (903), and a first ring gear (904) that are in transmission engagement. The second planetary gear assembly (10) includes a second sun gear (1001), a second planet gear (1002), a second planet carrier (1003), and a second ring gear (1004) that are in transmission engagement. The first planet carrier (903) is in transmission engagement with the second ring gear (1004), and the first ring gear (904) is in transmission engagement 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 gear also includes a second output shaft (11) and a transmission sleeve (12). The first planet carrier (903) is connected to the second gear ring (1004) via the second output shaft (11). The transmission sleeve (12) is sleeved on the outside of the second output shaft (11). The first gear ring (904) is connected to the second sun gear (1001) via the transmission sleeve (12). When the planetary reduction unit is in the first transmission state, the transmission adjustment component fixes the second planetary carrier (1003) separately. When the planetary reduction unit is in the second transmission state, the transmission adjustment component fixes the first gear ring (904) separately. 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 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) via the third clutch (14). The first gear ring (904) is detachably connected to the fixed frame (13) via the fourth clutch (15). The first gear ring (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; The engine (17) is connected to the first input shaft (1) of the transmission device via a power clutch (18); The first power motor (19) is 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.

Images