Power transmission structure and vehicle

Abstract

The utility model provides a power transmission structure and a vehicle, the power transmission structure comprises an input shaft, a planetary gear train, a force transmission unit and an output shaft, the input shaft comprises a first half shaft and a second half shaft, a sun wheel is sleeved on the first half shaft, a planet carrier is connected with the first half shaft, and a gear ring is connected with the second half shaft; the second half shaft is sleeved with a hollow shaft, the hollow shaft is connected with the sun gear, the second half shaft is provided with a synchromesh gear, the hollow shaft is sleeved with a brake mesh gear, and the brake mesh gear is arranged on a shell of the power transmission structure; a first synchronizer is arranged on the hollow shaft, the first synchronizer can be selectively connected with the synchronous meshing gear, and the first synchronizer can be selectively connected with the brake meshing gear; the force transmission unit is connected between the input shaft and the output shaft. According to the power transmission structure, multiple gear modes can be achieved, the structure is compact, gear switching can be achieved by switching the synchronizer, gear shifting smoothness is good, and gear switching is convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and particularly relates to a power transmission structure. Meanwhile, the utility model also relates to a vehicle applying the power transmission structure. Background Technique

[0002] A vehicle generally refers to a non-railborne vehicle driven by power and having four or more wheels, which is mainly used for carrying passengers and / or goods, as well as performing certain specific operations. According to the power source, vehicles are divided into fuel vehicles, electric vehicles, hybrid vehicles, etc.

[0003] The power transmission structure on a vehicle refers to the mechanism that provides power for the vehicle, which mainly consists of two major parts: a power source system and a gearbox system. Among them, the power source can be, for example, an engine and / or a motor. When the power source is an engine, the vehicle is a fuel vehicle; when the power source is an engine and a motor, the vehicle is a hybrid vehicle; and when the power source is a motor, the vehicle is an electric vehicle.

[0004] The gearbox is one of the most important components in the automotive transmission system. Its main function is to change the transmission ratio, expand the variation range of the driving wheel torque and speed, so as to meet the traction requirements under different driving conditions, make the engine work under favorable working conditions as much as possible, and meet the needs of the vehicle for forward driving, reverse driving, parking, and special conditions (such as towing or driving on a slope).

[0005] In the existing vehicle power system, the transmission generally adjusts the speed of the power source through a gear train so that the vehicle can reach an appropriate vehicle speed. In order to improve the load-bearing capacity, some transmissions also adopt a planetary gear train.

[0006] With the progress and development of technology, people have higher and higher requirements for the structural compactness of the gearbox, as well as the performance of the vehicle such as power performance and shifting smoothness. However, the existing gearboxes with planetary gear trains occupy a large space, have fewer available gear patterns, and are not convenient to be arranged on the vehicle. Content of the Utility Model

[0007] In view of this, the utility model aims to propose a power transmission structure with more available gear patterns, which can increase the selection range for the driver.

[0008] To achieve the above object, the technical solution of the utility model is realized as follows:

[0009] A power transmission structure includes an input shaft, a planetary gear train, a force transmission unit, and an output shaft, wherein:

[0010] The planetary gear train includes a planet carrier, planet gears provided on the planet carrier, and a sun gear and a ring gear respectively meshed with the planet gears;

[0011] The input shaft includes a first half shaft and a second half shaft. The sun gear is sleeved on the first half shaft in an idle manner. The planet carrier is connected to the first half shaft, and the ring gear is connected to the second half shaft;

[0012] A hollow shaft is sleeved on the second half shaft. The hollow shaft is connected to the sun gear. A synchronizing meshing gear is provided on the second half shaft. A braking meshing gear is sleeved on the hollow shaft. The braking meshing gear is provided on the housing of the power transmission structure; A first synchronizer is provided on the hollow shaft. The first synchronizer can selectively connect the synchronizing meshing gear, and the first synchronizer can selectively connect the braking meshing gear;

[0013] The force transmission unit is connected between the input shaft and the output shaft.

[0014] Furthermore, a first motor is further included. The first motor is sleeved outside the planetary gear train through its own rotor. The sun gear and the hollow shaft are respectively connected to the rotor.

[0015] Furthermore, the force transmission unit includes a plurality of first gear trains. The plurality of first gear trains are arranged at intervals along the axial direction of the second half shaft;

[0016] A second synchronizer is provided on the second half shaft or the output shaft. Corresponding to each of the first gear trains, the second synchronizer is provided. The second synchronizer selectively connects the corresponding first gear train and can make the second half shaft and the output shaft in transmission connection.

[0017] Furthermore, each of the first gear trains includes a first driving gear sleeved on the second half shaft in an idle manner and a first driven gear fixed on the output shaft. The first driving gear and the first driven gear are meshed and connected;

[0018] A second synchronizer is provided between two adjacent first driving gears. The second synchronizer can selectively connect any one of the adjacent first driving gears.

[0019] Furthermore, an output driving gear is provided on the output shaft. The output driving gear is provided at one end of the output shaft close to the first half shaft;

[0020] The output driving gear is used to be meshed and connected with the main reduction input gear of the main reducer, or the output driving gear is used to be meshed and connected with the input ring gear of the differential.

[0021] Furthermore, a second motor is further included. The power output end of the second motor is connected to the output shaft.

[0022] Further, a third synchronizer is provided on the power output shaft of the second motor, and a motor gear is sleeved on the power output shaft of the second motor in an idle manner, and the third synchronizer selectively connects the motor gear;

[0023] The motor gear is meshed and connected with the gear on the output shaft.

[0024] Further, a motor gear is provided on the power output shaft of the second motor, and both the second motor and the motor gear are sleeved on the second half shaft in an idle manner;

[0025] A driven gear is sleeved on the output shaft in an idle manner, the driven gear is meshed and connected with the motor gear, a third synchronizer is provided on the output shaft, and the third synchronizer selectively connects the driven gear.

[0026] Further, an engine is further included;

[0027] The power output end of the engine is directly connected to the first half shaft; or, the power output end of the engine is connected to the first half shaft through a clutch.

[0028] A vehicle is provided with a third motor and the power transmission structure as described above;

[0029] The third motor is in transmission connection with one of the drive axles of the vehicle, and the power transmission structure is in transmission connection with the other drive axle of the vehicle.

[0030] Compared with the prior art, the present utility model has the following advantages:

[0031] In the power transmission structure of the present utility model, by providing a planetary gear train on the input shaft, the power transmission structure has excellent load-bearing capacity. A hollow shaft, a synchronously meshing gear and a braking meshing gear are provided on the second half shaft. The first synchronizer can selectively connect the synchronously meshing gear to make the sun gear and the ring gear reach the same speed. The first synchronizer can also be connected to the braking meshing gear to brake the sun gear and make the speed of the sun gear 0. When the power is transmitted from the first half shaft to the second half shaft through the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the power transmission structure and facilitating gear shifting. The structure of the power transmission structure is compact. By switching the first synchronizer, gear shifting can be realized, the shifting smoothness is good, the gear shifting is convenient, and the driver has a wide selection range.

[0032] In addition, a first motor is provided. The rotor of the first motor is sleeved outside the planetary gear train, so that the space occupied by the power transmission structure in the axial direction is also small, further improving the convenience of arrangement on the vehicle. The rotor of the first motor is drivingly connected to the sun gear, so that the power of the first motor can be transmitted to the second half shaft through the sun gear. The sun gear and the hollow shaft are respectively connected to the rotor. By controlling the first synchronizer, it is convenient to control whether the speeds of the sun gear and the ring gear are synchronized, and it is also convenient to control the speed of the sun gear.

[0033] In addition, the force transmission unit includes a first gear train and a second synchronizer, with a simple structure and low cost. It is convenient to control the speed on the output shaft and the on-off of the power transmission between the input shaft and the output shaft. By setting multiple first gear trains, it is convenient to achieve multiple gears, providing customers with a variety of gear options and facilitating the improvement of the operation comfort. The first driving gear is sleeved on the second half shaft, the second synchronizer is arranged on the second half shaft, and the first driven gear is fixedly arranged on the output shaft. Two adjacent first gear trains can share the second synchronizer, with low cost and a relatively simple structure, facilitating the switching between two gears and the overall arrangement.

[0034] Furthermore, an output driving gear is provided, so that the power of each gear can be output through the output driving gear, facilitating the overall arrangement. The output driving gear is meshed and connected with the main reduction input gear of the main reducer, facilitating the longitudinal arrangement of the power transmission structure on the vehicle, and the output driving gear is meshed and connected with the input ring gear of the differential, facilitating the transverse arrangement of the power transmission structure on the vehicle.

[0035] Regarding the setting of the second motor, it can increase the power source of the vehicle, facilitating the improvement of the power performance of the vehicle and the addition of driving modes. The provided third synchronizer is connected to the motor gear and can cooperate with the generator and / or the first motor to jointly drive the vehicle. When the third synchronizer is disconnected from the motor gear, the second motor will not constitute a load on the power of the output shaft, facilitating energy conservation. The motor gear is meshed and connected with the gear of the gear position, facilitating space saving, making the overall structure simple, reducing the number of gears to be arranged, facilitating the reduction of production costs. At the same time, the power of the second motor is directly transmitted to the output shaft, facilitating the improvement of the power transmission efficiency.

[0036] The second motor and the motor gear are placed on the second half shaft, which is conducive to saving radial space, making the overall structure of the power transmission structure compact and convenient for arrangement on the vehicle. An engine is set, and a clutch is set at the power output end of the first half shaft and the engine, so that the power between the first half shaft and the power output end of the engine can be engaged or disconnected as needed, and it is convenient to switch gears when disconnected. The engine and the first motor are set at the same time, and the aforementioned clutch is set. When the clutch is engaged, the engine can work to charge the first motor, which is conducive to saving energy. The first motor can also be used as a starter motor for the engine, eliminating the need for a starter motor matched separately for the engine, saving costs.

[0037] At the same time, the engine and the first motor can also output power together, so that the power transmission structure has a hybrid drive mode. When the clutch is disconnected, the first motor and the second motor can also output power together, which is convenient for gear switching and can also drive the vehicle together. When the second motor is set, the third synchronizer is disconnected from the motor gear, the engine generates electricity for the first motor, and the first motor starts the engine, which can prevent the second motor from being dragged back, which is beneficial to energy saving.

[0038] Another object of the utility model is to provide a vehicle, which is provided with the power transmission structure and the third motor as described above, the power output end of the third motor is drivingly connected to one drive axle of the vehicle, and the power transmission structure is drivingly connected to the other drive axle of the vehicle.

[0039] The vehicle described in the utility model has a compact overall structure by applying the above power transmission structure. The power of the engine, the first motor and the second motor can be transmitted to the output shaft separately or combined and transmitted to the output shaft, so that the power drive mechanism can realize more drive modes, which is beneficial to improving the driver's choice range and driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0041] Figure 1 A structural view of the power transmission structure described in the first embodiment of the utility model, the first motor, and the engine assembled and suitable for being placed horizontally on a vehicle;

[0042] Figure 2 A structural view showing the power transmission structure described in the first embodiment of the utility model, the first motor, and the engine being assembled and being suitable for being placed longitudinally on a vehicle;

[0043] Figure 3A structural view of the power transmission structure described in Embodiment 3 of the present utility model, assembled with an engine and suitable for being longitudinally disposed on a vehicle;

[0044] Figure 4 A structural view of the power transmission structure described in Embodiment 4 of the present utility model and suitable for being transversely disposed on a vehicle;

[0045] Figure 5 A structural view of the power transmission structure described in Embodiment 4 of the present utility model and suitable for being longitudinally disposed on a vehicle;

[0046] Explanation of reference numerals:

[0047] 1. Input shaft; 2. Output shaft; 4. First synchronizer; 5. Second synchronizer; 6. Third synchronizer; 7. Clutch; 8. Hollow shaft; 9. Main reduction input shaft;

[0048] 101. First half shaft; 102. Second half shaft; 1021. First driving gear; 1022. Synchronous meshing gear;

[0049] 201. First driven gear; 202. Output driving gear; 203. Driven gear;

[0050] 301. Planet carrier; 302. Planet gear; 303. Sun gear; 304. Ring gear;

[0051] 801. Braking meshing gear;

[0052] 901. Main reduction input gear; 902. Main reduction output gear;

[0053] 11. Engine; 22. First motor; 33. Second motor; 44. Differential;

[0054] 2201. Rotor; 3301. Motor gear; 4401. Input ring gear. Detailed implementation manners

[0055] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments may be combined with each other.

[0056] In the description of the present utility model, it should be noted that, based on the orientation or positional relationship shown in the drawings, it is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0057] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "linkage", and "connector" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with specific situations.

[0058] The present utility model will be described in detail below with reference to the drawings and in conjunction with embodiments.

[0059] Embodiment 1

[0060] This embodiment relates to a power transmission structure, which has more gear modes than the existing gearboxes, is structurally compact, can achieve gear shifting by switching the first synchronizer, has good shifting smoothness, and is convenient for gear shifting.

[0061] Based on the above design concept, an exemplary structure of the power driving mechanism in this embodiment is as Figures 1 to 5 shown. In terms of the overall structure, the power transmission structure in this embodiment includes an input shaft 1, a planetary gear train, a force transmission unit, and an output shaft 2.

[0062] The planetary gear train includes a planet carrier 301, planet gears 302 provided on the planet carrier 301, and a sun gear 303 and a ring gear 304 respectively meshed with the planet gears 302. Among them, the input shaft 1 includes a first half shaft 101 and a second half shaft 102. The sun gear 303 is sleeved on the first half shaft 101, the planet carrier 301 is connected to the first half shaft 101, and the ring gear 304 is connected to the second half shaft 102;

[0063] Moreover, a hollow shaft 8 is sleeved on the second half shaft 102. The hollow shaft 8 is connected to the sun gear 303. A synchronizing meshing gear 1022 is provided on the second half shaft 102. A braking meshing gear 801 is sleeved on the hollow shaft 8. The braking meshing gear 801 is provided on the housing of the power transmission structure. A first synchronizer 4 is also provided on the hollow shaft 8. The first synchronizer 4 can selectively connect the synchronizing meshing gear 1022, and the first synchronizer 4 can selectively connect the braking meshing gear 801. The force transmission unit is connected between the input shaft 1 and the output shaft 2 and can realize the transmission of the power of the input shaft 1 to the output shaft 2.

[0064] Specifically, the output shaft 2 of the engine 11 is arranged along the left-right direction of the vehicle. Therefore, the braking meshing gear 801 is located on the left side of the first synchronizer 4, the synchronizing meshing gear 1022 is located on the right side of the first synchronizer 4, the first synchronizer 4 is provided on the hollow shaft 8, the hollow shaft 8 is connected to the sun gear 303, and the ring gear 304 is connected to the second half shaft 102.

[0065] Configuration 1: When the first synchronizer 4 moves to the left and is connected to the brake engagement gear 801, since the brake engagement gear 801 is provided on the housing of the power transmission structure, the brake engagement gear 801 is fixed. As a result, the brake engagement gear 801 controls the rotational speeds of the hollow shaft 8 and the sun gear 303 to be 0 through the first synchronizer 4. When the first half shaft 101 starts to rotate and drives the planet carrier 301 and the planet gears 302 thereon to rotate synchronously, the planet carrier 301 will drive the planet gears 302 to rotate around the stationary sun gear 303, and then output a greater torque to the second half shaft 102 through the ring gear 304.

[0066] Configuration 2: When the first synchronizer 4 moves to the right and is connected to the synchronizing engagement gear 1022, since the synchronizing engagement gear 1022 is provided on the second half shaft 102 and the ring gear 304 is connected to the second half shaft 102, when the ring gear 304 rotates, it can drive the second half shaft 102 and the sun gear 303 to rotate in the same direction and at the same speed. At this time, the first half shaft 101 rotates to drive the planet carrier 301 and the planet gears 302 thereon to rotate synchronously, and then simultaneously drives the sun gear 303 and the ring gear 304 with the same rotation direction and speed to rotate, and outputs a greater torque to the second half shaft 102 through the ring gear 304.

[0067] In addition, compared with Configuration 1 and Configuration 2, in Configuration 1, since the sun gear 303 is stationary, the planetary gear train increases the output torque while reducing the speed, making the output torque of the ring gear 304 greater. In Configuration 2, since the sun gear 303 is connected to the ring gear 304 and rotates as a whole, the sun gear 303 participates in the rotation and shares a part of the torque. Although the output torque of the ring gear 304 will be greater than the torque input by the planet carrier 301, it will be smaller than the output torque of the ring gear 304 in Configuration 1.

[0068] It can be understood that the output torque of the ring gear 304 in Configuration 1 is greater, and the output rotational speed in Configuration 2 is greater. When the power is transmitted from the first half shaft 101 to the second half shaft 102 through the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the power transmission structure and facilitating gear shifting.

[0069] Embodiment 2

[0070] This embodiment relates to a power transmission structure, still referring to Figure 1 As shown, it has substantially the same structure as the power transmission structure of Embodiment 1, and the main difference is that the first motor 22 is added.

[0071] As a preferred implementation form, continue to refer to Figure 1As shown, in this power transmission structure, the first motor 22 is sleeved outside the planetary gear train through its own rotor 2201, and the sun gear 303 and the hollow shaft 8 are respectively connected to the rotor 2201.

[0072] The first motor 22 is provided, and the first motor 22 is sleeved outside the planetary gear train through its own rotor 2201, so that the space occupied by this power transmission structure in the axial direction is also small, further improving the convenience of layout on the vehicle. And the rotor 2201 of the first motor 22 is drivingly connected to the sun gear 303, so that the power of the first motor 22 can control the rotation of the sun gear 303 and the second half shaft 102.

[0073] When the first synchronizer 4 is not connected to both the brake engagement gear 801 and the synchronizing engagement gear 1022, the rotation of the rotor 2201 of the first motor 22 can be controlled to drive the sun gear 303 to rotate clockwise or counterclockwise and control the rotation speed of the sun gear 303.

[0074] Mode 1: When the first motor 22 controls the sun gear 303 to rotate in the same direction as the planet carrier 301, the planet carrier 301 drives the planet gear 302 to rotate around the sun gear 303. At this time, the sun gear 303 is also rotating, but at a different speed from the planet carrier 301. This means that the planet gear 302 not only has to follow the rotation of the planet carrier 301, but also has to adapt to the rotation of the sun gear 303. This dual movement causes the planet gear 302 to slow down the rotation speed of the ring gear 304 when transmitting power to the ring gear 304.

[0075] Mode 2: When the first motor 22 controls the sun gear 303 to rotate in the same direction as the planet carrier 301 and at the same rotation speed, the sun gear 303 and the planet carrier 301 rotate at the same speed. This means that the planet gear 302 only needs to follow the rotation of the planet carrier 301 and does not need to additionally adapt to the speed change of the sun gear 303. This single rotational movement enables the planet gear 302 to more effectively transmit power to the ring gear 304. Compared with Mode 1, the rotation speed of the ring gear 304 is faster.

[0076] Mode 3: When the first motor 22 controls the sun gear 303 to rotate in the opposite direction to the planet carrier 301, the sun gear 303 and the planet carrier 301 rotate in opposite directions. This means that the planet gear 302 not only has to follow the rotation of the planet carrier 301, but also has to adapt to the reverse rotation of the sun gear 303. This reverse movement will generate a greater rotational force, enabling the planet gear 302 to transmit power to the ring gear 304 faster. Since the planet gear 302 needs to adapt to the rotation in two directions simultaneously, in this case, compared with Mode 2, the rotation speed of the ring gear 304 will be further increased.

[0077] In this embodiment, as a preferred implementation form, see Figure 1As shown in the figure, the force transmission unit includes a plurality of first gear trains, which are arranged at axial intervals along the second half shaft 102; a second synchronizer 5 is provided on the second half shaft 102 or the output shaft 2, and a second synchronizer 5 is provided corresponding to each first gear train. The second synchronizer 5 selectively connects the corresponding first gear train, enabling the second half shaft 102 and the output shaft 2 to be in transmission connection.

[0078] The force transmission unit includes a first gear train and a second synchronizer 5, with a simple structure, low cost, convenient for controlling the rotation speed of the output shaft 2, and convenient for controlling the on-off of power transmission between the input shaft 1 and the output shaft 2. By setting the first gear train to be multiple, it is convenient to achieve multiple gears, which can provide customers with multiple gear options and is beneficial to improving the comfort of operation.

[0079] In this embodiment, as a preferred implementation form, refer to Figure 1 As shown in the figure, each first gear train includes a first driving gear 1021 that is sleeved on the second half shaft 102, and a first driven gear 201 that is fixed on the output shaft 2. The first driving gear 1021 and the first driven gear 201 are meshed and connected; a second synchronizer 5 is provided between two adjacent first driving gears 1021, and the second synchronizer 5 can selectively connect any adjacent first driving gear 1021.

[0080] The diameter of the first driving gear 1021 on the left side of the second half shaft 102 is smaller than the diameter of the first driving gear 1021 on the right side of the second half shaft 102. When the second synchronizer 5 is connected to the first driving gear 1021 on the left side, the second half shaft 102 can drive the first driving gear 1021 on the left side to rotate through the second synchronizer 5, and the first driven gear 201 corresponding to the first driving gear 1021 on the left side drives the output shaft 2 to rotate. When the second synchronizer 5 is connected to the first driving gear 1021 on the right side, the second half shaft 102 can drive the first driving gear 1021 on the right side to rotate through the second synchronizer 5, and the first driven gear 201 corresponding to the first driving gear 1021 on the right side drives the output shaft 2 to rotate.

[0081] Since the diameter of the first driving gear 1021 on the left side is smaller than the diameter of the first driving gear 1021 on the right side, when the second synchronizer 5 is connected to the first driving gear 1021 on the left side, a greater torque can be provided to the output shaft 2, and when the second synchronizer 5 is connected to the first driving gear 1021 on the right side, a greater rotation speed can be provided to the output shaft 2. From this, it can be concluded that this power transmission structure can achieve gear shifting by controlling the second synchronizer 5 to be connected to different first driving gears 1021 respectively.

[0082] In addition, multiple first gear trains can be arranged at intervals. A plurality of first driving gears 1021 are arranged along the axial direction of the second half shaft 102. A plurality of first driven gears 201 arranged on the output shaft 2 correspond to the plurality of first driving gears 1021 one by one and are meshed with each other. A second synchronizer 5 is arranged between two adjacent first driving gears 1021. The diameters of the plurality of first driving gears 1021 increase sequentially from left to right. The second synchronizer 5 can be controlled to be connected to or disconnected from the corresponding first driving gear 1021, so as to facilitate the realization of the switching of multiple gears, with low cost, relatively simple structure and convenient overall layout.

[0083] It should be understood that the number of the first gear trains can be other numbers in addition to two, such as one, three, four, etc. The diameters of the plurality of first driving gears 1021 can decrease sequentially from left to right, or be arranged irregularly, as long as it is convenient for gear shifting.

[0084] In addition, two first driving gears 1021 can be fixedly arranged on the second half shaft 102, and two first driven gears 201 are sleeved on the output shaft 2. At this time, the second synchronizer 5 is arranged on the output shaft 2 and is located between the two first driven gears 201, so that the second synchronizer 5 can selectively connect any one of the adjacent first driven gears 201.

[0085] Similarly, when the second synchronizer 5 is connected to the first driven gear 201 on its left side, the first driving gear 1021 on the left side of the second half shaft 102 will drive the output shaft 2 to rotate through the first driven gear 201 on the left side. When the second synchronizer 5 is connected to the first driven gear 201 on its right side, the first driving gear 1021 on the right side of the second half shaft 102 will drive the output shaft 2 to rotate through the first driven gear 201 on the right side, and the switching of multiple gears can also be realized.

[0086] In this embodiment, as a preferred implementation form, refer to Figure 2 As shown, an output driving gear 202 is arranged on the output shaft 2. The output driving gear 202 is used to be meshed and connected with the main reduction input gear 901 on the main reduction input shaft 9 of the main reducer. The output driving gear 202 is arranged at one end of the output shaft 2 close to the first half shaft 101. By arranging the output driving gear 202 and meshing it with the main reduction input gear 901 of the main reducer, the power of each gear can be output through the output driving gear 202, which is convenient for overall layout.

[0087] In addition, a main reduction output gear 902 is also provided on the main reduction input shaft 9 of the main reducer. The main reduction output gear 902 is meshed and connected with the input gear ring 4401 of the differential 44. When the output shaft 2 rotates, through the meshing action of a series of gears, the input gear ring 4401 of the differential 44 will ultimately be driven to rotate, thereby transmitting power to the driving wheels of the vehicle. The function of the main reducer is to reduce the rotational speed and increase the torque to ensure that the vehicle can travel smoothly and efficiently.

[0088] Embodiment Three

[0089] This embodiment relates to a power transmission structure. As Figure 3 shown, it has a structure substantially the same as that of the power transmission structure in Embodiment Two, with the main difference being the addition of a second motor 33. Among them, the power transmission structure further includes a second motor 33, and the power output end of the second motor 33 is connected to the output shaft 2. Setting the second motor 33 can increase the power source of the vehicle, facilitate improving the power performance of the vehicle, and also facilitate adding driving modes for the vehicle.

[0090] In terms of the specific structure, the second motor 33 is sleeved on the second half shaft 102, and a motor gear 3301 is provided on the power output shaft of the second motor 33. The motor gear 3301 is also sleeved on the second half shaft 102. A passive gear 203 is provided on the output shaft 2, and the motor gear 3301 is meshed and connected with the passive gear 203. The motor gear 3301 is arranged adjacent to the second synchronizer 5, and the second synchronizer 5 can selectively connect the motor gear 3301. With such a setting, the motor gear 3301 and the passive gear 203 are equivalent to a first gear train provided between the input shaft 1 and the output shaft 2, which is equivalent to directly connecting the power output shaft of the second motor 33 to the gear on the input shaft. Such an arrangement is conducive to saving the space occupied axially by the power transmission structure on the input shaft 1 and is convenient for arrangement on the vehicle.

[0091] When the second synchronizer 5 is disengaged from the motor gear 3301, the power of the second motor 33 is transmitted to the output shaft 2 through the motor gear 3301 and the passive gear 203, realizing the second motor 33 driving the vehicle alone. When the engine 11 drives the first motor 22 to generate electricity, and the first motor 22 serves as the starting motor of the engine 11, there is no need to back-drag the second motor 33, which can reduce the drag loss and is conducive to saving energy.

[0092] When the second synchronizer 5 is engaged with the motor gear 3301, the power output by the second motor 33 can be combined with the power output by the engine 11 and the first motor 22 and applied to the vehicle, which is conducive to improving the power performance of the vehicle.

[0093] Embodiment Four

[0094] This embodiment relates to a power transmission structure. As Figure 4As shown, it has substantially the same structure as the power transmission structure of the third embodiment. The main difference lies in the connection manner between the power output end of the second motor 33 and the output shaft 2. Moreover, a third synchronizer 6 is added to the power transmission structure in this embodiment, and an engine 11 is also added.

[0095] Specifically, a third synchronizer 6 is provided on the power output shaft of the second motor 33. A motor gear 3301 is sleeved on the power output shaft of the second motor 33 in an idle manner, and the third synchronizer 6 selectively connects the motor gear 3301; the motor gear 3301 meshes with a gear on the output shaft 2. When the third synchronizer 6 is connected to the motor gear 3301, the second motor 33 can drive the motor gear 3301 to rotate, and then drive the gear and the output shaft 2 to rotate, thus completing the power transmission.

[0096] By setting the third synchronizer 6, which connects the motor gear 3301 and can also cooperate with the generator and / or the first motor 22 to jointly drive the vehicle. When the second synchronizer 5 is disconnected from the first driving gear 1021, a pure electric mode of the second motor 33 driving alone can be realized. When the second synchronizer 5 is connected to any one of the first driving gears 1021 and the third synchronizer 6 is disconnected from the motor gear 3301, the second motor 33 will not constitute a load on the power of the output shaft 2, which is beneficial to energy conservation.

[0097] The meshing connection between the motor gear 3301 and the gear is beneficial to saving space, making the overall structure simple, reducing the number of gears to be arranged, which is beneficial to reducing production costs. At the same time, the power of the second motor 33 is directly transmitted to the output shaft 2, which is beneficial to improving the power transmission efficiency.

[0098] For example, in this embodiment, the first driven gear 201 is a gear, making the motor gear 3301 mesh with the first driven gear 201, which is beneficial to saving the space occupied axially by the input shaft 1. In addition, a passive gear 203 can be separately provided on the output shaft 2, making the passive gear 203 mesh with the motor gear 3301. By engaging the third synchronizer 6 with the motor gear 3301, the power of the second motor 33 can also be transmitted to the output shaft 2.

[0099] Or, in this embodiment, as a preferred implementation form, see Figure 3 As shown, a motor gear 3301 is provided on the power output shaft of the second motor 33. The second motor 33 and the motor gear 3301 are both sleeved on the second half shaft 102 in an idle manner; a passive gear 203 is sleeved on the output shaft 2, the passive gear 203 meshes with the motor gear 3301, and a third synchronizer 6 is provided on the output shaft 2, and the third synchronizer 6 selectively connects the passive gear 203.

[0100] When the third synchronizer 6 is selected to be connected to the driven gear 203, the second motor 33 can drive the driven gear 203 to rotate through the motor gear 3301. At this time, the driven gear 203 can drive the output shaft 2 to rotate, and then output power to the output shaft 2. When the third synchronizer 6 is selected to be disconnected from the driven gear 203, the driven gear 203 cannot drive the output shaft 2 to rotate, nor can it output power to the output shaft 2.

[0101] In addition, the second motor 33 and the motor gear 3301 can be sleeved on the output shaft 2. At this time, the driven gear 203 can be omitted. The third synchronizer 6 is selectively connected to the motor gear 3301, and the power of the second motor 33 can also be controlled whether it can be output to the output shaft 2. The second motor 33 and the motor gear 3301 are sleeved on the second half shaft 102, which is beneficial to saving the radial occupied space, making the overall structure of the power transmission structure compact and convenient for arrangement on the vehicle. Or, it is also possible that the second motor 33 and the motor gear 3301 are not sleeved on the second half shaft 102.

[0102] In this embodiment, as a preferred implementation form, refer to Figure 2 and Figure 4 as shown,

[0103] The power transmission structure further includes an engine 11, and the power output end of the engine 11 is directly connected to the first half shaft 101; or, the power output end of the engine 11 is connected to the first half shaft 101 through a clutch 7.

[0104] The engine 11 is provided, and a clutch 7 is provided between the power output end of the first half shaft 101 and the engine 11, so that the power between the power output end of the first half shaft 101 and the engine 11 can be engaged or disconnected as needed, which is convenient for shifting gears. At the same time, the engine 11 and the first motor 22 are provided, and the aforementioned clutch 7 is provided. When the clutch 7 is engaged, and the engine 11 can work to charge the first motor 22, which is beneficial to saving energy. The first motor 22 can also be used as a starting motor for the engine 11, saving the cost of separately matching a starting motor for the engine 11.

[0105] At the same time, the engine 11 and the first motor 22 can also jointly output power, so that the power transmission structure has a hybrid drive mode. When the clutch 7 is disconnected, the first motor 22 and the second motor 33 can also jointly output power, which is convenient for shifting gears and jointly driving the vehicle. When the second motor 33 is provided, when the third synchronizer 6 is disconnected from the motor gear 3301, during the process of the engine 11 generating electricity for the first motor 22 and the first motor 22 starting the engine 11, the reverse dragging of the second motor 33 can be prevented, which is beneficial to saving energy.

[0106] The power transmission structure of the utility model can realize more gear modes and has a compact structure. The gear switching can be realized by switching the synchronizer, and the gear shifting is smooth and convenient.

[0107] Embodiment 5

[0108] This embodiment relates to a vehicle, which is provided with a third motor and any one of the power transmission structures in embodiments one to four. The third motor is transmission-connected to one drive axle of the vehicle, and the power transmission structure is transmission-connected to another drive axle of the vehicle.

[0109] By applying any power transmission structure as in Examples 1 to 4, the overall structure of the vehicle is made compact, and the power of the engine 11, the first motor 22 and the second motor 33 can be transmitted to the output shaft 2 separately, or combined and transmitted to the output shaft 2, so that the power transmission structure can realize more driving modes, which is beneficial to improving the driver's range of choices and driving comfort.

[0110] As a preferred embodiment, the vehicle is provided with a third motor, the power output end of the third motor is transmission connected to one of the drive axles of the vehicle, and any power transmission structure in Examples 1 to 4 is transmission connected to another drive axle of the vehicle. The drive axle mentioned here can also be any drive axle of the vehicle.

[0111] It should be noted here that the third motor can be a generator or an electric motor. Taking the vehicle as a four-wheel drive vehicle as an example, when any power transmission structure in Examples 1 to 4 is transmission-connected to the front drive axle, for example, when the output shaft 2 of the power transmission structure is transmission-connected to the front differential 44 of the front drive axle, the power output end of the third motor is transmission-connected to the rear drive axle of the vehicle. The transmission connection method can be a direct connection or a transmission connection to the rear drive axle through a power transmission structure such as a gear system. The specific transmission connection method may refer to the structure in the prior art.

[0112] It should be understood that in other types of vehicles, the power output end of the third motor can also be connected to the front drive axle of the vehicle, and any one of the power transmission structures in Embodiments 1 to 4 is connected to the rear drive axle. It should also be noted that the third motor can also be a hub motor, and its installation method can refer to the prior art.

[0113] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A power transmission structure, characterized in that: It comprises an input shaft (1), a planetary gear train, a power transmission unit and an output shaft (2); The planetary gear train comprises a planet carrier (301), planetary gears (302) arranged on the planet carrier (301), and a sun gear (303) and a ring gear (304) respectively meshing with the planetary gears (302); The input shaft (1) comprises a first half shaft (101) and a second half shaft (102), the sun gear (303) is loosely mounted on the first half shaft (101), the planet carrier (301) is connected to the first half shaft (101), and the ring gear (304) is connected to the second half shaft (102); The second half shaft (102) is sleeved with a hollow shaft (8), the hollow shaft (8) is connected to the sun gear (303), the second half shaft (102) is provided with a synchronous meshing gear (1022), the hollow shaft (8) is sleeved with a braking meshing gear (801), the braking meshing gear (801) is arranged on the housing of the power transmission structure; the hollow shaft (8) is provided with a first synchronizer (4), the first synchronizer (4) can be selectively connected to the synchronous meshing gear (1022), and the first synchronizer (4) can be selectively connected to the braking meshing gear (801); The force transmission unit is connected between the input shaft (1) and the output shaft (2).

2. The power transmission structure according to claim 1, characterized in that: It also includes a first motor (22), wherein the first motor (22) is sleeved outside the planetary gear system via its own rotor (2201), and the sun gear (303) and the hollow shaft (8) are respectively connected to the rotor (2201).

3. The power transmission structure according to claim 1, characterized in that: The power transmission unit comprises a plurality of first gear trains, wherein the plurality of first gear trains are arranged at axial intervals along the second half shaft (102); A second synchronizer (5) is provided on the second half shaft (102) or the output shaft (2), and each of the first gear trains is provided with a second synchronizer (5). The second synchronizer (5) is selectively connected to the corresponding first gear train, so that the second half shaft (102) and the output shaft (2) are connected in transmission.

4. The power transmission structure according to claim 3, characterized in that: Each of the first gear trains comprises a first driving gear (1021) loosely sleeved on the second half shaft (102), and a first driven gear (201) fixedly mounted on the output shaft (2), wherein the first driving gear (1021) and the first driven gear (201) are meshed and connected; The second synchronizer (5) is provided between two adjacent first driving gears (1021), and the second synchronizer (5) can selectively connect to any adjacent first driving gear (1021).

5. The power transmission structure according to claim 1, characterized in that: An output driving gear (202) is provided on the output shaft (2), and the output driving gear (202) is arranged at one end of the output shaft (2) close to the first half shaft (101); The output driving gear (202) is used to mesh with the main reducer input gear (901) of the main reducer, or the output driving gear (202) is used to mesh with the input ring gear (4401) of the differential (44).

6. The power transmission structure according to any one of claims 1 to 5, characterized in that: It also includes a second motor (33), wherein a power output end of the second motor (33) is connected to the output shaft (2).

7. The power transmission structure according to claim 6, characterized in that: A third synchronizer (6) is provided on the power output shaft of the second motor (33), and a motor gear (3301) is sleeved on the power output shaft of the second motor (33), and the third synchronizer (6) is selectively connected to the motor gear (3301); The motor gear (3301) is meshed and connected with the gear gear on the output shaft (2).

8. The power transmission structure according to claim 6, characterized in that: A motor gear (3301) is provided on the power output shaft of the second motor (33), and the second motor (33) and the motor gear (3301) are both loosely sleeved on the second half shaft (102); A passive gear (203) is sleeved on the output shaft (2), and the passive gear (203) is meshed and connected with the motor gear (3301). A third synchronizer (6) is provided on the output shaft (2), and the third synchronizer (6) is selectively connected to the passive gear (203).

9. The power transmission structure according to claim 6, characterized in that: Also includes an engine (11); The power output end of the engine (11) is directly connected to the first half shaft (101); or, the power output end of the engine (11) is connected to the first half shaft (101) via a clutch (7).

10. A vehicle, characterized in that: The vehicle is provided with a third motor and a power transmission structure as claimed in any one of claims 1 to 9; The third motor is drivingly connected to one drive axle of the vehicle, and the power transmission structure is drivingly connected to another drive axle of the vehicle.

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