Transmission system, auxiliary driving method thereof, kinetic energy recovery method, and vehicle

Abstract

A transmission system, a shift wet clutch, a power input shaft, a power output shaft and an energy conversion device; the shift wet clutch is connected between the power input shaft and the power output shaft, the shift wet clutch is provided with a brake inner hub, the power input shaft is further used for connecting a power device, the power output shaft is further used for connecting to a drive axle, the energy conversion device is used for connecting to an energy storage device, the energy conversion device is provided with a kinetic energy recovery shaft, the kinetic energy recovery shaft is provided with a kinetic energy recovery gear, the kinetic energy recovery gear is in transmission connection with the brake inner hub, the energy conversion device can drive the kinetic energy recovery shaft to rotate forward or reverse and can adjust the rotating speed of the kinetic energy recovery shaft and further adjust the rotating direction and speed of the power output shaft. The present application also relates to an auxiliary driving method of a transmission system and a kinetic energy recovery method of a transmission system, and a vehicle.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission technology, and in particular to a transmission system, an auxiliary driving method for the transmission system, a kinetic energy recovery method for the transmission system, and a vehicle having the transmission system. Background Technology

[0002] The clutch is installed between the engine and the transmission, and is an assembly in the drivetrain that is directly connected to the engine. Typically, the clutch is mounted together with the flywheel assembly of the engine crankshaft, and it is the component that cuts off and transmits power between the engine and the drivetrain.

[0003] A wet shift clutch is a type of clutch in which gear switching is controlled by an electronic control system and a hydraulic system.

[0004] In the tractor gearbox transmission device disclosed in Chinese Patent Application No. 201810116780.4, the tractor power shift transmission system disclosed in Chinese Patent Application No. 202411310803.7, and the tractor power reversing multi-speed gearbox transmission device disclosed in Chinese Patent Application No. 202120571484.0, the clutches are all wet shift clutches. These clutches and transmission systems all have the following common disadvantages: 1. The output speed of the transmission system is based on the number of teeth of each gear. The gear ratio is discontinuous, making it impossible to obtain a continuous and specific speed. It is not suitable for variable load operation, and it is prone to shock and jerking during gear shifting, resulting in a poor driving experience.

[0005] 2. The transmission system has multiple gears, and gear switching is achieved by engaging and disengaging the shift wet clutch. However, the shift wet clutch is difficult to control, and controlling multiple shift wet clutches simultaneously to achieve gear switching is even more difficult, making the control logic extremely complex.

[0006] 3. After the wet clutch in the transmission system disengages, a large amount of rotational kinetic energy remains. However, no energy recovery device is installed at the rear end of the existing wet clutch to recover this rotational kinetic energy, resulting in energy waste. Moreover, this rotational kinetic energy is eventually converted into heat energy, increasing the cost of heat dissipation. Summary of the Invention

[0007] In view of this, the present invention provides a transmission system with a compact overall structure, which can realize continuous speed change, improve transmission efficiency, and recover rotational kinetic energy to reduce heat dissipation costs.

[0008] The transmission system provided in this embodiment of the invention includes a shift wet clutch, a power input shaft, a power output shaft, and an energy conversion device. The shift wet clutch is connected between the power input shaft and the power output shaft, and the shift wet clutch is provided with a brake inner hub. The power input shaft is also used to connect to a power unit, and the power output shaft is also used to connect to a drive axle. The energy conversion device is used to connect to an energy storage device, and the energy conversion device is provided with a kinetic energy recovery shaft. The kinetic energy recovery shaft is provided with a kinetic energy recovery gear, and the kinetic energy recovery gear is drivenly connected to the brake inner hub. The energy conversion device can drive the kinetic energy recovery shaft to rotate forward or backward and can adjust the rotational speed of the kinetic energy recovery shaft, thereby adjusting the direction and rotational speed of the power output shaft.

[0009] Furthermore, the shifting wet clutch also includes an I-shaft, an outer clutch hub, an inner clutch hub, a clutch assembly, an II-shaft, and multiple gears; the outer clutch hub is fixed to the I-shaft, the II-shaft is fixed to the inner clutch hub, and the clutch assembly is connected to the outer clutch hub and the inner clutch hub respectively; the inner brake hub is sleeved on the II-shaft, each gear is fixed to the inner brake hub by a bearing, and each gear meshes with both the outer clutch hub and the inner clutch hub; the kinetic energy recovery gear meshes with the inner brake hub; the I-shaft is connected to the power input shaft, and the II-shaft is connected to the power output shaft, or the II-shaft is connected to the power input shaft, and the I-shaft is connected to the power output shaft.

[0010] Furthermore, the shifting wet clutch also includes a brake outer hub and a brake assembly, the brake outer hub being sleeved on the II shaft, and the brake assembly being connected to the brake outer hub and the brake inner hub respectively.

[0011] Furthermore, the clutch inner hub includes a first clutch inner hub and a second clutch inner hub connected together. The I-shaft is fixed on the first clutch inner hub, and the gear meshes with the first clutch inner hub. The clutch assembly includes a clutch piston, a clutch spring, a plurality of first clutch plates, and a plurality of second clutch plates. One end of the clutch spring is fixed to the I-shaft, and the other end of the clutch spring is connected to the clutch piston. The plurality of first clutch plates are fixed on the clutch outer hub, and the plurality of second clutch plates are fixed on the second clutch inner hub. The clutch piston can control the clutch assembly to engage or disengage by abutting against or moving away from the first clutch plates. Furthermore, the braking assembly includes a brake piston, a brake reset member, a plurality of first brake pads, and a plurality of second brake pads. The brake reset member is connected to the brake piston, the plurality of first brake pads are connected to the outer brake hub, and the plurality of second brake pads are connected to the inner brake hub. The brake piston can control the braking assembly to brake or release the brake by abutting against or moving away from the second brake pads.

[0012] Furthermore, the shifting wet clutch includes a clutch working oil chamber and a clutch working oil passage communicating with the clutch working oil chamber. The clutch working oil chamber is formed between the clutch piston and the clutch outer hub. The clutch working oil passage includes a first clutch working oil hole disposed within the I-axis and extending axially along the I-axis, and a second clutch working oil hole communicating with the first clutch working oil hole and the clutch working oil chamber. The shifting wet clutch also includes a brake working oil chamber and a brake working oil passage communicating with the brake working oil chamber. The brake working oil chamber is formed between the brake piston and the brake outer hub. The brake working oil passage includes a brake working oil hole disposed on the brake outer hub.

[0013] Furthermore, the shifting wet clutch also includes a clutch lubrication oil circuit and a brake lubrication oil circuit; the lubricating oil in the clutch lubrication oil circuit flows through a chamber provided with a plurality of first clutch plates and a plurality of second clutch plates, and the lubricating oil in the brake lubrication oil circuit flows through a chamber provided with a plurality of first brake plates and a plurality of second brake plates.

[0014] Furthermore, the clutch lubrication circuit includes a clutch lubrication inlet, a clutch lubrication transmission outlet, and a clutch lubrication outlet connected in sequence, as well as a clutch assembly lubrication inlet and a clutch assembly lubrication outlet; the clutch lubrication transmission outlet is disposed within the I-axis and extends axially along the I-axis; the clutch lubrication inlet communicates with the outer surface of the I-axis; the clutch lubrication outlet communicates with the chamber containing the clutch spring; the clutch assembly lubrication inlet communicates with the chamber containing the clutch spring and the chamber containing a plurality of first clutch plates and a plurality of second clutch plates; and the clutch assembly lubrication outlet communicates with the chamber containing a plurality of first brake plates and a plurality of second brake plates and the outer surface of the clutch outer hub.

[0015] Furthermore, the brake lubrication circuit includes a connected brake lubrication inlet and a brake lubrication outlet, as well as a brake lubrication transmission port, a brake assembly lubrication inlet, and a brake assembly lubrication outlet. The brake lubrication inlet is disposed within the II shaft and extends axially along the II shaft. The inner brake hub is rotatably mounted on the II shaft via a third bearing. The brake lubrication outlet connects the brake lubrication inlet with the chamber containing the third bearing. The brake lubrication transmission port and the brake assembly lubrication inlet connect the chamber containing the third bearing with the chamber containing multiple first brake pads and multiple second brake pads. The brake assembly lubrication outlet connects the chamber containing multiple first brake pads and multiple second brake pads with the outer surface of the outer brake hub.

[0016] Furthermore, it also includes a four-wheel drive transmission gear and a four-wheel drive clutch; the four-wheel drive transmission gear is mounted on the power output shaft, and the four-wheel drive clutch meshes with the four-wheel drive transmission gear.

[0017] Furthermore, it also includes an auxiliary power output device, an auxiliary power clutch, an auxiliary power transmission shaft, an auxiliary power transmission gear, and an auxiliary power drive gear; the output shaft of the auxiliary power output device is connected to the auxiliary power clutch, the two ends of the auxiliary power transmission shaft are connected to the auxiliary power clutch and the auxiliary power transmission gear, the auxiliary power drive gear is disposed on the power input shaft, and the auxiliary power transmission gear meshes with the auxiliary power drive gear.

[0018] The present invention also relates to an auxiliary driving method for a transmission system, providing the above-mentioned transmission system, which uses an energy conversion device to output power to drive the power output shaft to rotate forward or in reverse.

[0019] Furthermore, the output speed n of the energy conversion device is adjusted to adjust the speed n1 of the brake inner drum, thereby adjusting the speed of the power output shaft.

[0020] The present invention also relates to a kinetic energy recovery method for a transmission system, providing the aforementioned transmission system; after the clutch assembly engages to transmit the power from the power input shaft to the power output shaft, when the clutch assembly is disengaged again, the rotational kinetic energy of the II shaft is converted into electrical energy and recovered to the energy storage device using the energy conversion device.

[0021] The present invention also relates to a vehicle including the aforementioned transmission system.

[0022] In summary, the transmission system of the present invention has the following beneficial effects: 1. The transmission system including the shifting wet clutch can obtain a continuous and specific speed during auxiliary drive, which makes the vehicle using the transmission system have good driving smoothness and high comfort, suitable for variable load operation, and the shifting process is shock-free and jerky, resulting in a better driving experience.

[0023] 2. This transmission system only needs to control the output speed n of the energy conversion device to realize the output shaft speed, and the difficulty of controlling gear shifting is small.

[0024] 3. The transmission system has a simple structure and a short transmission chain, which reduces energy loss caused by the rotation of the transmission shaft and the meshing between gears.

[0025] 4. This transmission system can realize kinetic energy recovery, improve the transmission efficiency of the transmission system, avoid a large amount of rotational kinetic energy being converted into heat energy, and reduce heat dissipation costs.

[0026] 5. This shifting wet clutch can change the transmission direction without the need for a parallel idler wheel. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0027] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the transmission system according to the first embodiment of the present invention.

[0029] Figure 2 This is a schematic diagram of the structure of the shifting wet clutch in the transmission system of the first embodiment of the present invention.

[0030] Figure 3 yes Figure 2 The diagram shows the oil circuit structure of a wet shift clutch.

[0031] Figure 4 This is a schematic diagram of the transmission system according to the second embodiment of the present invention. Detailed Implementation

[0032] To further illustrate the technical means and effects adopted by the present invention in order to achieve the intended purpose, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.

[0033] [First Embodiment] Figure 1 This is a schematic diagram of the transmission system according to the first embodiment of the present invention. Figure 2 This is a schematic diagram of the shifting wet clutch in the transmission system of the first embodiment of the present invention. Please refer to it as well. Figure 1 and Figure 2 The transmission system includes a shift wet clutch K3, a power input shaft S1, a power output shaft S4, and an energy conversion device 101.

[0034] The shifting wet clutch K3 includes an I-shaft 1, a clutch outer hub 2, a clutch inner hub 3, a clutch assembly 4, an II-shaft 5, a brake outer hub 6, a brake inner hub 7, a brake assembly 8, and multiple gears 9. The clutch outer hub 2 is fixed to the I-shaft 1, and the II-shaft 5 is fixed to the clutch inner hub 3 and coaxially arranged with the I-shaft 1. The clutch assembly 4 is connected to both the clutch outer hub 2 and the clutch inner hub 3. The brake outer hub 6 and the brake inner hub 7 are fitted onto the II-shaft 5, and the brake assembly 8 is connected to both the brake outer hub 6 and the brake inner hub 7. Each gear 9 is fixed to the brake inner hub 7 via a bearing, and each gear 9 meshes with both the clutch outer hub 2 and the clutch inner hub 3.

[0035] Shaft I 1 is connected to power input shaft S1, and shaft II 5 is connected to power output shaft S4. Power input shaft S1 is also used to connect to power unit 100, and power output shaft S4 is also used to connect to drive axle 103. Power unit 100 is, for example, an internal combustion engine, electric motor, or other device that converts other forms of energy into mechanical energy. Drive axle 103 is, for example, the front or rear axle of a vehicle, and is equipped with power transmission devices such as a reducer and differential.

[0036] The energy conversion device 101 is used to connect to the energy storage device 102. The energy conversion device 101 is provided with a kinetic energy recovery shaft S3, and the kinetic energy recovery shaft S3 is provided with a kinetic energy recovery gear Z4, which meshes with the brake inner hub 7. The energy conversion device 101 is, for example, an electric generator (MG), or a combination of an electric motor (M) and a generator (G).

[0037] When the clutch assembly 4 in the wet shift clutch K3 engages and the braking assembly 8 disengages, shafts I1 and II5 can rotate simultaneously in the same direction, meaning the rotation direction of the power output shaft S4 is the same as the rotation direction of the power input shaft S1. When the clutch assembly 4 in the wet shift clutch K3 disengages and the braking assembly 8 engages, shafts I1 and II5 can rotate in opposite directions, meaning the rotation direction of the power output shaft S4 is opposite to the rotation direction of the power input shaft S1. The transmission system of this invention controls the rotation direction of the power output shaft S4 by controlling the engagement or disengagement of the clutch assembly 4 in the wet shift clutch K3 and by controlling the braking or disengagement of the braking assembly 8. That is, the power output shaft S4 can rotate forward (in the same direction as the power input shaft S1) or backward (in the opposite direction to the power input shaft S1).

[0038] Secondly, when the clutch assembly 4 disengages and the brake assembly 8 releases the brake, the power output from the energy conversion device 101 can drive the power output shaft S4 to rotate forward or backward. Specifically, when the energy conversion device 101 outputs power to drive the power output shaft S4 to rotate, the kinetic energy recovery gear Z4 drives the brake inner hub 7 to rotate. The brake inner hub 7 drives the gear 9 to rotate around the axis of shaft II 5, and the gear 9 then drives the clutch inner hub 3 and shaft II 5 to rotate. Since the energy conversion device 101 can rotate forward or backward, shaft II 5 also has two directions of rotation.

[0039] The rotational speed n of the brake inner drum 7 can be adjusted by regulating the output speed n of the energy conversion device 101, thereby adjusting the rotational speed and steering of shaft II 5. This transmission system provides a continuous and specific rotational speed, resulting in smooth and comfortable driving, suitable for variable load operations, smooth and seamless gear shifting, and a superior driving experience. Furthermore, controlling only the output speed n of the energy conversion device 101 is sufficient to control the direction and speed of shaft II 5, simplifying the control process.

[0040] Furthermore, after the clutch assembly 4 engages and transmits power from the power input shaft S1 to the power output shaft S4, regardless of whether the power output shaft S4 rotates forward or backward, when the clutch assembly 4 is disengaged again, even if the power unit 100 stops outputting power, shaft II 5 will continue to rotate due to inertia. At this time, the energy conversion device 101 can be used to convert the rotational kinetic energy of shaft II 5 into electrical energy and recover it to the energy storage device 102 until shaft II 5 automatically stops rotating or the braking assembly 8 stops shaft II 5. Therefore, the transmission system can also realize kinetic energy recovery.

[0041] Specifically, the clutch inner hub 3 of the shifting wet clutch K3 includes a first clutch inner hub 31 and a second clutch inner hub 32 connected together. The I shaft 5 is fixed on the first clutch inner hub 31, and the gear 9 meshes with the first clutch inner hub 31. One end of the first clutch inner hub 31 is rotatably fixed to the end of the I shaft 1 by a bearing, and the second clutch inner hub 32 is fixed to the outside of the end of the first clutch inner hub 31 and surrounds the outside of the I shaft 1.

[0042] The clutch assembly 4 includes a clutch piston 41, a clutch spring 42, multiple first clutch plates, and multiple second clutch plates. A cavity is formed between the second clutch inner hub 32 and the end of the I-shaft 1. The clutch spring 42 is located in this cavity, with one end fixed to the I-shaft 1, and the other end connected to the clutch piston 41. Under the pressure of hydraulic oil, the clutch piston 41 can move to the right to compress the clutch spring 42. After the hydraulic oil returns, the clutch piston 41 automatically resets under the elastic force of the clutch spring 42. Multiple first clutch plates are fixed to the clutch outer hub 2 by splines, and multiple second clutch plates are fixed to the second clutch inner hub 32 by splines. The multiple first clutch plates and multiple second clutch plates are staggered along the axial direction of the I-shaft 1 / II-shaft 5. The clutch piston 41 can control the engagement or disengagement of the clutch assembly 4 by abutting or moving away from the first clutch plates. Under hydraulic pressure, the clutch piston 41 moves to the right in the direction shown in the diagram, pushing the first clutch plate to press against the second clutch plate. The first and second clutch plates move synchronously under the action of friction, putting the clutch assembly 4 in the engaged state. When the hydraulic oil flows back, the clutch piston 41 moves to the left in the direction shown in the diagram under the action of the clutch spring 42, disengaging the first and second clutch plates. The second clutch plate no longer moves synchronously with the first clutch plate, putting the clutch assembly 4 in the disengaged state. In this embodiment, the first clutch plate is a friction plate and the second clutch plate is a steel plate.

[0043] The braking assembly 8 includes a brake piston 81, a brake reset member 82, multiple first brake pads, and multiple second brake pads. The outer brake hub 6 and the inner brake hub 7 are sleeved on shaft II 5. The brake piston 81, multiple first brake pads, and multiple second brake pads are disposed within the cavity formed between the outer brake hub 6 and the inner brake hub 7. The brake reset member 82 is disposed on the outer brake hub 6, with one end connected to the brake piston 81. The multiple first brake pads are fixedly connected to the outer brake hub 6 via splines, and the multiple second brake pads are connected to the inner brake hub 7 via splines. The multiple first brake pads and multiple second brake pads are arranged alternately along the axial direction of shaft I / shaft II 5. The brake piston 81 can control the braking assembly 8 to brake or release the brake by abutting or moving away from the second brake pads. In this embodiment, the brake outer hub 6 is fixed to the gearbox, and multiple first brake pads are also fixed. Under the pressure of hydraulic oil, the brake piston 81 moves to the left in the direction shown in the figure, pushing the second brake pad to press against the first brake pad. The second brake pad is also fixed under the action of friction, so that the brake assembly 8 is in a braking state. When the hydraulic oil flows back, the brake piston 81 moves to the right in the direction shown in the figure under the action of the brake reset member 82, the second brake pad and the first brake pad separate, and the first brake pad is no longer fixed, so that the brake assembly 8 is in a released state. In this embodiment, the first brake pad is a steel sheet, and the second brake pad is a friction pad.

[0044] Furthermore, the brake reset component 82 includes a brake spring 821 and a brake bolt 822, wherein the brake spring 821 is used to control the brake piston 81 to reset in order to release the brake, and the brake bolt 822 can be used to achieve mechanical braking or adjust the brake clearance.

[0045] Gear 9 is fixed to the side of the brake inner hub 7 near the clutch assembly 4 by bearings. Multiple gears 9 are arranged circumferentially along the side surface of the brake inner hub 7 near the clutch assembly 4. One side of the outer edge of each gear 9 meshes with the clutch outer hub 2, and the other side meshes with the clutch inner hub 3. When the clutch assembly 4 is engaged and the brake assembly 8 is released, the rotation direction of I-shaft 1 is set to forward. The rotation of I-shaft 1 drives the clutch outer hub 2, clutch inner hub 3, and II-shaft 5 to rotate in the same direction. Gear 9 and brake inner hub 7 rotate freely around the axis of II-shaft 5. When the clutch assembly 4 is disengaged and the brake assembly 8 is engaged, the rotation of I-shaft 1 drives the clutch outer hub 2 to rotate in the same direction. The clutch assembly 4 fixes the brake inner hub 7. The axis of gear 9 is fixed by the brake inner hub 7. Gear 9 rotates in the same direction as I-shaft 1 around its own axis. The clutch inner hub 3 rotates in the opposite direction under the drive of gear 9. II-shaft 5 also rotates in the opposite direction with the clutch inner hub 3.

[0046] The working principle of the wet clutch K3 is as follows: When shaft I1 rotates continuously under the drive of the internal combustion engine, the outer clutch hub 2 is welded to shaft I1, so the outer clutch hub 2 rotates continuously. The first clutch disc (friction disc) in clutch assembly 4 is connected to the outer clutch hub 2 via a spline, so the first clutch disc in clutch assembly 4 also rotates continuously. When clutch piston 41 moves to the right and presses against the first clutch disc, the first clutch disc in clutch assembly 4 presses against the second clutch disc (steel plate), causing the second clutch disc to rotate. The second clutch disc in clutch assembly 4 is connected to the second clutch inner hub 32 via a spline. The first clutch inner hub 31 and the second clutch inner hub 32 are welded together, so the second clutch disc in clutch assembly 4 drives the clutch inner hub 3 (first clutch inner hub 31 and second clutch inner hub 32) to rotate. Shaft II 5 is connected to the first clutch inner hub 31 via a spline, so it will drive shaft II 5 to rotate in the same direction.

[0047] Assuming the rotation direction of I-axis 1 and II-axis 5 is positive during the above process, when the clutch piston 41 moves to the left, the clutch assembly 4 is in a disengaged state. The first clutch disc in the clutch assembly 4 does not engage with the second clutch disc and cannot drive the second clutch disc to rotate. Therefore, it cannot drive the first clutch inner hub 31, the second clutch inner hub 32, and II-axis 5 to rotate. If the brake piston 81 is moved to the left at this time, the first brake pad (steel pad) and the second brake pad (friction pad) in the brake assembly 8 will be pressed together. The first brake pad in the brake assembly 8 is connected to the outer brake hub 6 by a spline, and the second brake pad in the brake assembly 8 is connected to the inner brake hub 7 by a spline. The outer brake hub 6 is fixedly connected to the gearbox housing and remains stationary. Therefore, the first and second brake pads in the brake assembly 8 and the inner brake hub 7 cannot rotate at this time. The gear 9 is assembled onto the inner brake hub 7 through a bearing. One side of the gear 9 meshes with the outer clutch hub 2, and the other side meshes with the first clutch inner hub 31. Under the action of the outer clutch hub 2, the gear 9 rotates, which in turn drives the first clutch inner hub 31 to rotate. At this time, the rotation direction of shaft II 5 is in the opposite direction (i.e., opposite to the rotation direction of shaft I 1).

[0048] The shifting wet clutch K3 in the transmission system of the present invention can change the transmission direction without the need for a parallel idler wheel. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0049] Figure 3 yes Figure 2 Please refer to the schematic diagram of the oil circuit structure of the wet shift clutch shown below. Figure 2 and Figure 3To achieve the engagement and disengagement of the clutch assembly 4 and the brake assembly 8, a corresponding working oil circuit needs to be set up. That is, the shift wet clutch K3 includes a clutch working oil chamber and a clutch working oil circuit connected to the clutch working oil chamber. A cavity for installing the clutch assembly 4 is formed between the clutch outer hub 2 and the clutch inner hub 3. The clutch working oil chamber is formed between the clutch piston 41 and the clutch outer hub 2.

[0050] In this embodiment, the clutch working oil circuit includes a first clutch working oil hole B1 disposed within the I-axis 1 and extending axially along the I-axis 1, and a second clutch working oil hole B2 connecting the first clutch working oil hole B1 and the clutch working oil chamber. The second clutch working oil hole B2 extends radially along the I-axis 1. The first clutch working oil hole B1 is connected to the oil circuit system outside the shift wet clutch K3, and the oil circuit system controls the entry and exit of working oil into the clutch working oil chamber. When working oil enters through the clutch working oil inlet hole B1 and then flows out through the clutch working oil outlet hole B2 into the clutch working oil chamber, it pushes the clutch piston 3 to move to the right, thereby achieving the engagement of the clutch assembly 4.

[0051] The shifting wet clutch K3 also includes a brake working oil chamber and a brake working oil passage communicating with the brake working oil chamber. The brake working oil chamber is formed between the brake piston 81 and the brake outer hub 6. In this embodiment, the brake working oil passage includes a brake working oil hole D disposed on the brake outer hub 6. The brake working oil hole D penetrates the inner and outer surfaces of the brake outer hub 6. Similarly, the brake working oil hole D is also connected to the oil passage system on the outside of the shifting wet clutch K3. The oil passage system controls the entry and exit of working oil into the brake working oil chamber. When working oil enters through the brake working oil hole D, it pushes the brake piston 81 to move to the left, thereby realizing the braking of the brake assembly 8.

[0052] To lubricate and dissipate heat from the clutch assembly 4 and brake assembly 8, a lubrication oil circuit is also required. That is, the shift wet clutch K3 also includes a clutch lubrication oil circuit and a brake lubrication oil circuit. The lubricating oil in the clutch lubrication oil circuit flows through a chamber containing multiple first clutch plates and multiple second clutch plates, while the lubricating oil in the brake lubrication oil circuit flows through a chamber containing multiple first brake plates and multiple second brake plates. The flowing lubricating oil carries away the heat and debris generated during the friction between the first clutch plates and the multiple second clutch plates, and between the first brake plates and the second brake plates.

[0053] Specifically, the clutch lubrication circuit includes a clutch lubrication inlet A1, a clutch lubrication transmission port A2, a clutch lubrication outlet A4, a clutch assembly lubrication inlet A5, and a clutch assembly lubrication outlet A6, which are connected in sequence. The clutch lubrication transmission port A2 is located inside the I-shaft 1 and extends along the axial direction of the I-shaft 1. The clutch lubrication inlet A1 is located at the end of the I-shaft 1 that extends from the clutch outer hub 2. The clutch lubrication inlet A1 connects the clutch lubrication transmission port A2 with the outer surface of the I-shaft 1. The clutch lubrication outlet A4 connects the clutch lubrication transmission port A2 with the chamber equipped with the clutch spring 42. The clutch assembly lubrication inlet A5 connects the chamber equipped with the clutch spring 42 with the chamber equipped with multiple first clutch plates and multiple second clutch plates. The clutch assembly lubrication outlet A6 connects the chamber equipped with multiple first brake plates and multiple second brake plates with the outer surface of the clutch outer hub 2. The clutch-side lubricating oil enters through the clutch lubrication inlet A1, flows through the clutch lubrication transmission oil hole A2, and flows out through the clutch lubrication outlet A4 to lubricate the clutch spring 42. Then, it flows through the clutch assembly lubrication inlet A5 to lubricate and cool the first and second clutch plates in the clutch assembly 4. Finally, it flows out of the clutch outer hub 2 through the clutch assembly lubrication outlet A6 to the oil circuit system located in the gearbox.

[0054] In this embodiment, shaft I1 is rotatably connected to the gearbox via a first bearing 11. The clutch lubrication circuit also includes a clutch bearing lubrication hole A3, which connects the clutch lubrication inlet hole A1 to the first bearing 11. Lubricating oil enters the first bearing 11 through the clutch bearing lubrication hole A3 to lubricate the first bearing 11.

[0055] The brake lubrication circuit includes a brake lubrication inlet C1, a brake lubrication outlet C3, a brake lubrication transmission outlet C4, a brake component lubrication inlet C5, and a brake component lubrication outlet C6. The brake lubrication inlet C1 is located within shaft II 5 and extends axially along shaft II 5. The brake inner hub 7 is rotatably mounted on shaft II 5 via a third bearing 13. The brake lubrication outlet C3 connects the brake lubrication inlet C1 to the chamber containing the third bearing 13. The brake lubrication transmission outlet C4 and the brake component lubrication inlet C5 are connected... The system includes a chamber with a third bearing 13 and a chamber with multiple first and second brake pads. A brake assembly lubrication outlet C6 connects the chamber with the first and second brake pads to the outer surface of the brake hub 6. Multiple brake assembly lubrication inlets C5 and C6 are present. An oil distribution chamber (not shown in the figure) is also provided between the brake lubrication transmission port C4 and the brake assembly lubrication inlets C5. The brake lubrication transmission port C4 and the multiple brake assembly lubrication inlets C5 are all connected to the oil distribution chamber. Brake-side lubricating oil enters through the brake lubrication inlet C1, flows out through the brake lubrication outlet C3 to lubricate the third bearing 13, then through the brake lubrication transmission port C4 and the brake assembly lubrication inlet C5 to lubricate and cool the first and second brake pads in the brake assembly 8, and finally flows out of the brake assembly lubrication outlet C6 from the brake hub 6 to the oil circuit system located within the gearbox. The lubricating oil enters the oil distribution chamber through the brake lubrication transmission oil hole C4 and then flows into the chamber with multiple first brake pads and multiple second brake pads through multiple brake component lubrication oil inlets C5 to lubricate the first brake pads and the second brake pads. In this way, the lubricating oil can quickly flow through all the first brake pads and the second brake pads, forming a more stable flow field and a more uniform heat dissipation effect.

[0056] In this embodiment, the brake outer hub 6 is fixed to the gearbox, and shaft II 5 is rotatably connected to the brake outer hub 6 via the second bearing 12. The brake lubrication circuit also includes a brake bearing lubrication hole C2, which connects the brake lubrication inlet C1 to the second bearing 12. Lubricating oil enters the second bearing 12 from the brake bearing lubrication hole C2 to lubricate the second bearing 12.

[0057] In this embodiment, the transmission system also includes a four-wheel drive transmission gear Z2 and a four-wheel drive clutch K2; the four-wheel drive transmission gear Z2 is mounted on the power output shaft S4, and the four-wheel drive clutch K2 meshes with the four-wheel drive transmission gear Z2.

[0058] In this embodiment, the transmission system further includes an auxiliary power output device 104, an auxiliary power clutch K1, an auxiliary power transmission shaft S2, an auxiliary power transmission gear Z1, and an auxiliary power drive gear Z3. The output shaft of the auxiliary power output device 104 is connected to the auxiliary power clutch K1. The two ends of the auxiliary power transmission shaft S2 are connected to the auxiliary power clutch K1 and the auxiliary power transmission gear Z1. The auxiliary power drive gear Z3 is mounted on the power input shaft S1, and the auxiliary power transmission gear Z1 meshes with the auxiliary power drive gear Z3.

[0059] [Second Embodiment] Figure 4 This is a schematic diagram of the transmission system according to the second embodiment of the present invention. Please refer to it. Figure 4 The difference between this embodiment and the first embodiment is that the installation direction of the shift wet clutch K3 is opposite to that of the first embodiment, that is: shaft II 5 is connected to the power input shaft S1 and shaft I 1 is connected to the power output shaft S4.

[0060] When the clutch assembly 4 in the shift wet clutch K3 is engaged and the brake assembly 8 is released, the power unit 100 is directly connected to the II shaft 5 of the shift wet clutch via the power output shaft S1. This will drive the II shaft 5, the first clutch inner hub 31, the second clutch inner hub 32, and the second clutch plate in the clutch assembly 4 to rotate continuously. The clutch piston 41 presses the second clutch plate and the first clutch plate together, thereby driving the clutch outer hub 2 and the I shaft 1 to rotate. The I shaft 1 and the II shaft 5 rotate in the same direction, that is, the rotation direction of the power output shaft S4 is the same as the rotation direction of the power input shaft S1. When the clutch assembly 4 in the shift wet clutch K3 disengages and the brake assembly 8 applies the brakes, the second clutch plate and the first clutch plate in the clutch assembly 4 separate, thus preventing the outer clutch hub 2 and I-shaft 1 from rotating. If the brake assembly 8 applies the brakes at this time, the first brake plate and the second brake plate in the brake assembly 8 will be pressed together, preventing the inner brake hub 7 from rotating. The power output from the power input shaft S1 is transmitted to the I-shaft 1 via the II-shaft 5, the inner clutch hub 3, the gear 9, and the outer clutch hub 2. The gear 9 will reverse its rotation direction, making the rotation direction of the I-shaft 1 opposite to that of the II-shaft 5, i.e., the rotation direction of the power output shaft S4 is opposite to that of the power input shaft S1. The transmission system of this invention controls the rotation direction of the power output shaft S4 by controlling the engagement or disengagement of the clutch assembly 4 in the shift wet clutch K3 and by controlling the braking or de-braking of the brake assembly 8. This allows the power output shaft S4 to rotate either forward (in the same direction as the power input shaft S1) or backward (opposite to the power input shaft S1).

[0061] After the clutch assembly 4 engages and transmits the power from the power input shaft S1 to the power output shaft S4, when the clutch assembly 4 is disengaged again and the power unit 100 stops outputting power, shaft II 5 will continue to rotate under the action of inertia. At this time, the rotational kinetic energy of shaft II 5 can be converted into electrical energy and recovered to the energy storage device 102 by the energy conversion device 101 until shaft II 5 automatically stops rotating or the braking assembly 8 brakes and stops shaft II 5.

[0062] The input and output of the shift wet clutch K3 are interchangeable, and the arrangement direction can be adjusted according to the space requirements of the gearbox. Moreover, the shift wet clutch K3 in this embodiment has the same function as that in the first embodiment, and has strong applicability.

[0063] [Third Embodiment] The present invention also provides an auxiliary driving method for a transmission system. The transmission system described above is provided. The auxiliary driving method for the transmission system includes: controlling the clutch assembly 4 to disengage and controlling the braking assembly 8 to release the brake, and using the energy conversion device 101 to output power to drive the power output shaft S4 to rotate forward or in reverse.

[0064] Furthermore, when the energy conversion device 101 drives the brake inner hub 7 to rotate in the form of a motor, the rotational speed n1 of the brake inner hub 7 can be adjusted by adjusting the output speed n of the energy conversion device 101, thereby adjusting the speed and direction of the II shaft.

[0065] Such a transmission system can obtain a continuous and specific speed, which makes the vehicle using the transmission system have good driving smoothness and high comfort, suitable for variable load operation, no shock or jamming during gear shifting, and a good driving experience. Moreover, only the output speed n of the energy conversion device 101 needs to be controlled to realize the rotation direction and speed of the power output shaft S4 connected to the II shaft 5 or I shaft 1, which is easy to control.

[0066] [Fourth Embodiment] The present invention also provides a method for kinetic energy recovery of a transmission system. The transmission system described above is provided in which, after the clutch assembly 4 is engaged to transmit the power of the power input shaft S1 to the power output shaft S4, when the clutch assembly 4 is disengaged again, the rotational kinetic energy of the II shaft 5 is converted into electrical energy by the energy conversion device 101 and recovered to the energy storage device 102.

[0067] Specifically, when shaft I1 is connected to power input shaft S1 and shaft II5 is connected to power output shaft S4, under normal circumstances, clutch assembly 4 is engaged and brake assembly 8 is disengaged. Power is output from power unit 100 and transmitted to power output shaft S4 via power input shaft S1, shaft I1, outer clutch hub 2, inner clutch hub 3, and shaft II5. When clutch assembly 4 is disengaged, it indicates that power output needs to be stopped or shaft II5 needs to be reversed. At this time, shaft II5 will continue to rotate under inertia, driving inner brake hub 7 to rotate until shaft II5 stops or brake assembly 8 stops inner brake hub 7. During this process, energy conversion device 101 can be activated to convert the rotational kinetic energy of shaft II5 and inner brake hub 7 into electrical energy and recover it to energy storage device 102 via energy recovery gear Z4 and kinetic energy recovery shaft S3.

[0068] Similarly, when shaft II 5 is connected to the power input shaft S1 and shaft I 1 is connected to the power output shaft S4, under normal circumstances, the clutch assembly 4 engages and the brake assembly 8 disengages. Power is output from the power unit 100 and transmitted to the power output shaft S4 via the power input shaft S1, shaft II 5, clutch inner hub 3, clutch outer hub 2, and shaft I 1. When the clutch assembly 4 disengages, it indicates that the power output needs to be stopped or the shaft I 1 needs to be reversed. At this time, shaft II 5 will continue to rotate under inertia, driving the brake inner hub 7 to rotate until shaft II 5 stops or the brake assembly 8 stops the brake inner hub 7. During this process, the energy conversion device 101 can be activated to convert the rotational kinetic energy of shaft II 5 and brake inner hub 7 into electrical energy and recover it to the energy storage device 102 via the energy recovery gear Z4 and kinetic energy recovery shaft S3. This improves the transmission efficiency of the transmission system, avoids the large-scale conversion of rotational kinetic energy into heat energy, and reduces heat dissipation costs.

[0069] [Fifth Embodiment] The present invention also provides a vehicle including the above-described transmission system. Other structures of the vehicle are well known in the art and will not be described in detail here.

[0070] Compared with the prior art, the present invention has the following beneficial effects: 1. This shifting wet clutch can change the transmission direction without the need for a parallel idler wheel. It has a simple and compact structure, occupies little space, and has low manufacturing cost.

[0071] 2. This transmission system can realize kinetic energy recovery, improve the transmission efficiency of the transmission system, avoid a large amount of rotational kinetic energy being converted into heat energy, and reduce heat dissipation costs.

[0072] 3. The transmission system including the shifting wet clutch can obtain a continuous and specific speed during auxiliary drive, which makes the vehicle using the transmission system have good driving smoothness and high comfort, suitable for variable load operation, and the shifting process is shock-free and jerky, resulting in a better driving experience.

[0073] 4. This transmission system only needs to control the output speed n of the energy conversion device to realize the output shaft speed, and the difficulty of shifting gears is small.

[0074] 5. The transmission system has a simple structure and a short transmission chain, which reduces energy loss caused by the rotation of the transmission shaft and the meshing between gears.

[0075] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A transmission system, characterized in that, It includes a shift wet clutch (K3), a power input shaft (S1), a power output shaft (S4), and an energy conversion device (101). The shift wet clutch (K3) is connected between the power input shaft (S1) and the power output shaft (S4). The shift wet clutch (K3) is provided with a brake inner hub (7). The power input shaft (S1) is also used to connect to the power unit (100). The power output shaft (S4) is also used to connect to the drive axle (103). The energy conversion device (101) is used to connect to the energy storage device (102). The energy conversion device (101) is provided with a kinetic energy recovery shaft (S3). The kinetic energy recovery shaft (S3) is provided with a kinetic energy recovery gear (Z4). The kinetic energy recovery gear (Z4) is connected to the brake inner hub (7). The energy conversion device (101) can drive the kinetic energy recovery shaft (S3) to rotate forward or backward and can adjust the speed of the kinetic energy recovery shaft (S3) to adjust the direction and speed of the power output shaft (S4). The shifting wet clutch (K3) also includes an I-shaft (1), a clutch outer hub (2), a clutch inner hub (3), a clutch assembly (4), an II-shaft (5), and multiple gears (9); the clutch outer hub (2) is fixed to the I-shaft (1), the II-shaft (5) is fixed to the clutch inner hub (3), and the clutch assembly (4) is connected to the clutch outer hub (2) and the clutch inner hub (3) respectively; the brake inner hub (7) is sleeved on the II-shaft (5), each gear (9) is fixed on the brake inner hub (7) by a bearing, and each gear (9) meshes with the clutch outer hub (2) and the clutch inner hub (3); the kinetic energy recovery gear (Z4) meshes with the brake inner hub (7); The I-axis (1) is connected to the power input shaft (S1), and the II-axis (5) is connected to the power output shaft (S4), or the II-axis (5) is connected to the power input shaft (S1), and the I-axis (1) is connected to the power output shaft (S4).

2. The transmission system as described in claim 1, characterized in that, The shifting wet clutch (K3) also includes a brake outer hub (6) and a brake assembly (8). The brake outer hub (6) is sleeved on the II shaft (5), and the brake assembly (8) is connected to the brake outer hub (6) and the brake inner hub (7) respectively.

3. The transmission system as described in claim 2, characterized in that, The clutch inner hub (3) includes a first clutch inner hub (31) and a second clutch inner hub (32) connected together. The II shaft (5) is fixed on the first clutch inner hub (31), and the gear (9) meshes with the first clutch inner hub (31). The clutch assembly (4) includes a clutch piston (41), a clutch spring (42), a plurality of first clutch plates and a plurality of second clutch plates. One end of the clutch spring (42) is fixed to the I-shaft (1), and the other end of the clutch spring (42) is connected to the clutch piston (41). The plurality of first clutch plates are fixed to the outer clutch hub (2), and the plurality of second clutch plates are fixed to the inner clutch hub (32). The clutch piston (41) can control the clutch assembly (4) to engage or disengage by abutting against or moving away from the first clutch plates.

4. The transmission system as described in claim 3, characterized in that, The braking assembly (8) includes a brake piston (81), a brake reset member (82), a plurality of first brake pads and a plurality of second brake pads. The brake reset member (82) is connected to the brake piston (81). The plurality of first brake pads are connected to the outer brake hub (6). The plurality of second brake pads are connected to the inner brake hub (7). The brake piston (81) can control the braking assembly (8) to brake or release the brake by abutting or moving away from the second brake pads.

5. The transmission system as described in claim 4, characterized in that, The shifting wet clutch (K3) includes a clutch working oil chamber and a clutch working oil passage communicating with the clutch working oil chamber. The clutch working oil chamber is formed between the clutch piston (41) and the clutch outer hub (2). The clutch working oil passage includes a first clutch working oil hole (B1) disposed in the I-shaft (1) and extending along the axial direction of the I-shaft (1), and a second clutch working oil hole (B2) communicating with the first clutch working oil hole (B1) and the clutch working oil chamber. The shifting wet clutch (K3) also includes a brake working oil chamber and a brake working oil passage communicating with the brake working oil chamber. The brake working oil chamber is formed between the brake piston (81) and the brake outer hub (6). The brake working oil passage includes a brake working oil hole (D) disposed on the brake outer hub (6).

6. The transmission system as described in claim 4, characterized in that, The shifting wet clutch (K3) also includes a clutch lubrication circuit and a brake lubrication circuit; the lubricating oil in the clutch lubrication circuit flows through a chamber provided with a plurality of first clutch plates and a plurality of second clutch plates, and the lubricating oil in the brake lubrication circuit flows through a chamber provided with a plurality of first brake plates and a plurality of second brake plates.

7. The transmission system as described in claim 6, characterized in that, The clutch lubrication circuit includes a clutch lubrication inlet (A1), a clutch lubrication transmission hole (A2), and a clutch lubrication outlet (A4) connected in sequence, as well as a clutch assembly lubrication inlet (A5) and a clutch assembly lubrication outlet (A6); the clutch lubrication transmission hole (A2) is disposed in the I-shaft (1) and extends along the axial direction of the I-shaft (1); the clutch lubrication inlet (A1) is connected to the outer surface of the I-shaft (1); the clutch lubrication outlet (A4) is connected to the chamber where the clutch spring (42) is provided; the clutch assembly lubrication inlet (A5) is connected to the chamber where the clutch spring (42) is provided and the chamber where multiple first clutch plates and multiple second clutch plates are provided; the clutch assembly lubrication outlet (A6) is connected to the chamber where multiple first brake plates and multiple second brake plates are provided and the outer surface of the clutch outer hub (2).

8. The transmission system as described in claim 6, characterized in that, The brake lubrication circuit includes a connected brake lubrication inlet (C1) and brake lubrication outlet (C3), as well as a brake lubrication transmission port (C4), a brake assembly lubrication inlet (C5), and a brake assembly lubrication outlet (C6). The brake lubrication inlet (C1) is located inside the II shaft (5) and extends along the axial direction of the II shaft (5). The brake inner hub (7) is rotatably mounted on the II shaft (5) via a third bearing (13). The brake lubrication outlet (C3) connects the brake lubrication inlet (C1) with the chamber containing the third bearing (13). The brake lubrication transmission port (C4) and the brake assembly lubrication inlet (C5) connect the chamber containing the third bearing (13) with the chamber containing a plurality of first brake pads and a plurality of second brake pads. The brake assembly lubrication outlet (C6) connects the chamber containing a plurality of first brake pads and a plurality of second brake pads with the outer surface of the brake outer hub (6).

9. The transmission system as described in claim 1, characterized in that, It also includes a four-wheel drive transmission gear (Z2) and a four-wheel drive clutch (K2); the four-wheel drive transmission gear (Z2) is mounted on the power output shaft (S4), and the four-wheel drive clutch (K2) meshes with the four-wheel drive transmission gear (Z2).

10. The transmission system as claimed in claim 1, characterized in that, It also includes an auxiliary power output device (104), an auxiliary power clutch (K1), an auxiliary power transmission shaft (S2), an auxiliary power transmission gear (Z1), and an auxiliary power drive gear (Z3); the output shaft of the auxiliary power output device (104) is connected to the auxiliary power clutch (K1), the two ends of the auxiliary power transmission shaft (S2) are connected to the auxiliary power clutch (K1) and the auxiliary power transmission gear (Z1), the auxiliary power drive gear (Z3) is disposed on the power input shaft (S1), and the auxiliary power transmission gear (Z1) meshes with the auxiliary power drive gear (Z3).

11. An auxiliary driving method for a transmission system, characterized in that, A transmission system as described in any one of claims 1-10 is provided, wherein the power output shaft (S4) is driven to rotate forward or reverse by power output from the energy conversion device (101).

12. The auxiliary drive method for a transmission system as described in claim 11, characterized in that, Adjust the output speed n of the energy conversion device (101) to adjust the speed n1 of the brake inner hub (7), and then adjust the speed of the power output shaft (S4).

13. A method for kinetic energy recovery in a transmission system, characterized in that, A transmission system as described in any one of claims 1-10 is provided; after the clutch assembly (4) engages to transmit the power of the power input shaft (S1) to the power output shaft (S4), when the clutch assembly (4) is disengaged again, the rotational kinetic energy of the II shaft (5) is converted into electrical energy and recovered to the energy storage device (102) by the energy conversion device (101).

14. A vehicle, characterized in that, Includes the transmission system as described in any one of claims 1-10.

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