Power transmission mechanism and vehicle

Abstract

According to the power transmission mechanism and the vehicle, a second planetary gear train is arranged on an input shaft, a first planetary gear is arranged on an output shaft, a first sun gear is arranged on a first output half shaft, and a first meshing gear is arranged on the first output half shaft; one of the first gear ring and the first planet carrier is fixedly arranged on a shell of the power transmission mechanism, a second meshing gear is arranged on the other one of the first gear ring and the first planet carrier, the second output half shaft is sleeved with the second meshing gear in an empty mode, and a gear switching part is arranged on the first output half shaft or the second output half shaft. The gear switching part can move in the axial direction of the input shaft and is in transmission connection with any one of the first meshing gear and the second meshing gear. According to the power transmission mechanism, the occupied space is small, multiple gears can be achieved, the selection range of a driver is enlarged, and the driving experience feeling and the power performance of a vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and particularly relates to a power transmission mechanism. At the same time, the utility model also relates to a vehicle applying the power transmission mechanism. Background Art

[0002] In the existing vehicle power system, the power provided by the power source is usually transmitted to the drive axle of the vehicle through a power transmission mechanism. In the power transmission mechanism, the power is generally transmitted through a gear pair to achieve more gears. However, in order to improve the load-bearing capacity, a planetary gear train is provided in some power transmission structures.

[0003] A planetary gear train is a special gear system. Its uniqueness lies in that the planetary gear not only rotates around its own axis (self-rotation), but also rotates around the axis of the sun gear with the planet carrier (revolution). This movement mode is similar to the movement of planets in the solar system, so it gets its name.

[0004] Currently, in the power transmission mechanism applying a planetary gear train in the prior art, the overall occupied space is large, it is not convenient to be arranged on the vehicle, and the available gear modes are few, which is not conducive to improving the power performance of the vehicle. At the same time, the selection range of the driver is limited and the driving experience is poor. Summary of the Utility Model

[0005] In view of this, the utility model aims to propose a power transmission mechanism to improve the driving experience and the power performance of the vehicle.

[0006] To achieve the above object, the technical solution of the utility model is realized as follows:

[0007] A power transmission mechanism includes a parallel arranged input shaft and an output shaft, and also includes a first planetary gear train and a second planetary gear train;

[0008] The second planetary gear train is arranged on the input shaft, and the input shaft and the output shaft are connected through a force transmission component;

[0009] The output shaft includes a first output half shaft and a second output half shaft; the first sun gear of the first planetary gear train is arranged on the first output half shaft, and a first meshing gear is arranged on the first output half shaft; one of the first ring gear and the first planet carrier of the first planetary gear train is fixed on the housing of the power transmission mechanism, and a second meshing gear is arranged on the other of the first ring gear and the first planet carrier, and the second meshing gear is sleeved on the second output half shaft in an idle manner;

[0010] A gear shift portion is provided on the first output half shaft or the second output half shaft. The gear shift portion can move axially along the output shaft and is in driving connection with either the first meshing gear or the second meshing gear.

[0011] Further, a synchronization unit is provided on the input shaft. The synchronization unit is used to control the power on / off between the second sun gear and the second ring gear / second planet carrier of the second planetary gear train.

[0012] Further, the input shaft includes a first input half shaft and a second input half shaft. The second sun gear is sleeved on the first input half shaft, the second planet carrier is connected to the first input half shaft, and the second ring gear is connected to the second input half shaft;

[0013] The synchronization unit includes a first synchronizer provided on the second input half shaft and a synchronizing meshing gear sleeved on the second input half shaft. The synchronizing meshing gear is connected to the second sun gear, and the first synchronizer selectively connects the synchronizing meshing gear.

[0014] Further, a first motor is further included. An accommodation space is formed inside the rotor of the first motor. The second planetary gear train is provided inside the accommodation space. The synchronizing meshing gear and the second sun gear are respectively connected to the rotor.

[0015] Further, the force transmission assembly includes an intermediate shaft, a first gear pair connected between the second input half shaft and the intermediate shaft, and a second gear pair connected between the intermediate shaft and the first output half shaft;

[0016] The second input half shaft can be connected to the first output half shaft through the first gear pair and the second gear pair.

[0017] Further, there are a plurality of the first gear pairs. The plurality of first gear pairs are arranged at intervals along the axial direction of the second input half shaft. Each first gear pair includes a first driving gear provided on the second input half shaft and a first driven gear provided on the intermediate shaft. The first driving gear and the first driven gear are meshed and connected;

[0018] A second synchronizer is provided corresponding to each first gear pair. Each second synchronizer is provided on the second input half shaft or the intermediate shaft. Each second synchronizer selectively connects the corresponding first gear pair;

[0019] The second gear pair includes a second driving gear provided on the intermediate shaft and a second driven gear provided on the first output half shaft. The second driving gear and the second driven gear are meshed and connected.

[0020] Further, it further includes a universal joint assembly. The universal joint assembly includes a first universal joint and a second universal joint. One end of the first universal joint and the second universal joint are connected. The other end of the first universal joint is connected to the second output half shaft, and the other end of the second universal joint is used to be connected to a differential.

[0021] Further, it further includes an engine;

[0022] The power output end of the engine is directly connected to the first input half shaft, or the power output end of the engine is connected to the first input half shaft through a clutch.

[0023] Further, it further includes a second motor. The power output end of the second motor is connected to the first output half shaft.

[0024] Compared with the prior art, the present utility model has the following advantages:

[0025] For the power transmission mechanism of the present utility model, a second planetary gear train is arranged on the input shaft, and a first planetary gear train is arranged on the output shaft. By dividing the output shaft into a first output half shaft and a second output half shaft, and arranging a gear position switching part, a first meshing gear and a second meshing gear, each gear position can achieve a high gear and a low gear, and the number of achievable gear position modes can be doubled, which can provide more choices for the driver. By moving the gear position switching part, the switching between the high gear and the low gear can be realized, and the gear position switching is convenient. Moreover, the high gear can further amplify the speed ratio, which is suitable for off-road and getting out of trouble. When applied to a vehicle, it is beneficial to improve the power performance of the vehicle.

[0026] Secondly, by arranging a synchronization unit, the power on the first input half shaft is transmitted to the second input half shaft through the second planetary carrier and via the second gear ring. When the synchronization unit disconnects the second sun gear from the second gear ring / the second planetary carrier, the second sun gear rotates with the second planetary gear on the second planetary carrier. When the synchronization unit engages the second sun gear with the second gear ring, the second sun gear and the second gear ring rotate synchronously. When the synchronization unit engages the second sun gear with the second planetary carrier, the second sun gear and the second planetary carrier rotate synchronously. When the power of the first input half shaft is transmitted to the second input half shaft, the rotation speed on the second input half shaft can be made different by controlling the synchronization unit, which is convenient for realizing more gear positions.

[0027] The synchronization unit includes a first synchronizer arranged on the second input half shaft and a synchronously meshing gear sleeved on the second input half shaft. The first synchronizer can adopt a standard part, with a lower cost, and it is convenient to control the on-off of the power between the second sun gear and the second gear ring. The first synchronizer is used to control the second sun gear, so that the structure of the second planetary carrier is simple and convenient for machining.

[0028] Furthermore, by providing the first motor and arranging an accommodation space within the rotor of the first motor to accommodate the second planetary gear train, the structure of the power transmission mechanism in the axial direction of the input shaft can be made more compact, with less axial space occupied, facilitating its arrangement on the vehicle. The force transmission assembly includes a first intermediate shaft, a first gear pair, and a second gear pair, which facilitates controlling the rotational speed of the output shaft and the overall arrangement. By providing multiple first gear pairs and a second synchronizer, it is convenient to achieve a greater number of gear modes, which helps improve the smoothness of gear shifting and the power transmission efficiency, and provides a wide range of choices for customers. The universal joint assembly allows the vehicle's main reducer to be arranged arbitrarily in the up-down, left-right directions of the vehicle, which can better avoid some surrounding components such as the engine and the vehicle frame, facilitating the overall arrangement.

[0029] Regarding the provision of the engine and arranging a clutch between the power output end of the first input half shaft and the engine, the power between the power output end of the first input half shaft and the engine can be engaged or disengaged as needed, facilitating gear shifting. At the same time, by providing both the engine and the first motor, and with the aforementioned clutch provided, when the clutch is engaged and the engine can operate to charge the first motor, it helps save energy. The first motor can also be used as the starting motor for the engine, eliminating the need for a separately matched starting motor for the engine and saving costs.

[0030] Meanwhile, the engine and the first motor can also jointly output power, enabling the power transmission assembly to have a hybrid drive mode. When the clutch is disengaged, the first motor and the second motor can also jointly output power, facilitating rapid gear shifting and enabling them to jointly drive the vehicle. By providing the second motor, which can output power independently, it is convenient to achieve a pure electric mode. In the structure with the second synchronizer, the second motor's independent drive mode can be achieved by positioning the second synchronizer in the middle position.

[0031] Another object of the present utility model is to propose a vehicle, on which the above-mentioned power transmission structure is provided, and the power transmission mechanism is connected to one of the vehicle's drive axles; a third motor is also provided on the vehicle, and the third motor is connected to the other drive axle of the vehicle.

[0032] For the vehicle of the present utility model, by applying the above power transmission mechanism, the overall space occupied is relatively small. A second planetary gear train is arranged on the input shaft, and a first planetary gear train is arranged on the output shaft. By dividing the output shaft into a first output half shaft and a second output half shaft, and providing a gear shift part, a first meshing gear, and a second meshing gear, the number of achievable gear modes can be doubled, providing more choices for the driver. By moving the gear shift part, the high-speed gear and the low-speed gear can be switched, with convenient gear shifting, and the high-speed gear can further magnify the speed ratio, which helps improve the vehicle's power performance. Description of the Drawings

[0033] The accompanying drawings, which form a part of the present utility model, are used to provide a further understanding of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0034] Figure 1 It is a schematic structural diagram of the power transmission mechanism according to the first embodiment of the present utility model;

[0035] Figure 2 It is a schematic structural diagram of another power transmission mechanism according to the first embodiment of the present utility model.

[0036] Description of the reference numerals in the drawings:

[0037] 1. Input shaft; 2. Output shaft; 3. Intermediate shaft; 6. First synchronizer; 7. Second synchronizer A; 8. Second synchronizer B; 10. Clutch; 13. Gear position switching part;

[0038] 101. First input half shaft; 102. Second input half shaft; 1021. First driving gear; 1022. Synchronous meshing gear;

[0039] 201. First output half shaft; 202. Second output half shaft; 2011. Second driven gear; 2012. First meshing gear; 2021. Second meshing gear;

[0040] 301. First driven gear; 302. Second driving gear;

[0041] 401. First sun gear; 402. First planet carrier; 403. First planet gear; 404. First ring gear;

[0042] 501. Second sun gear; 502. Second planet carrier; 503. Second planet gear; 504. Second ring gear;

[0043] 901. First universal joint; 902. Second universal joint;

[0044] 1201. Main reduction driving gear; 1202. Main reduction driven gear;

[0045] 11. Engine; 22. First motor; 33. Second motor; 44. Differential;

[0046] 2201. Rotor. Detailed implementation manners

[0047] 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.

[0048] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by terms such as "upper", "lower", "inner", "back", etc. is 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. Therefore, it 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.

[0049] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "connection", "connection component" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. 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.

[0050] The present utility model will be described in detail below with reference to the drawings and in conjunction with embodiments.

[0051] Embodiment 1

[0052] This embodiment relates to a power transmission mechanism, which occupies a relatively small space and can achieve more gears, increasing the driver's selection range and being beneficial to improving the driving experience and the power performance of the vehicle. In terms of the overall structure, as shown in Figure 1 the power transmission mechanism of this embodiment includes an input shaft 1 and an output shaft 2 arranged in parallel, and also includes a first planetary gear train and a second planetary gear train.

[0053] Among them, the second planetary gear train is provided on the input shaft 1, and the input shaft 1 and the output shaft 2 are connected through a force transmission component. The output shaft 2 includes a first output half shaft 201 and a second output half shaft 202.

[0054] At the same time, the first sun gear 401 of the first planetary gear train is provided on the first output half shaft 201. A first meshing gear 2012 is provided on the first output half shaft 201. One of the first ring gear 404 and the first planet carrier 402 of the first planetary gear train is fixed to the housing of the power transmission mechanism, and a second meshing gear 2021 is provided on the other of the first ring gear 404 and the first planet carrier 402. The second meshing gear 2021 is sleeved on the second output half shaft 202 in an idle manner.

[0055] Moreover, a gear shifting portion 13 is provided on the first output half shaft 201 or the second output half shaft 202. The gear shifting portion 13 can move along the axial direction of the output shaft 2 and is in transmission connection with either the first meshing gear 2012 or the second meshing gear 2021.

[0056] At this time, with the above settings, a second planetary gear train is provided on the input shaft 1, and a first planetary gear train is provided on the output shaft 2. By dividing the output shaft 2 into a first output half shaft 201 and a second output half shaft 202, and providing the gear shifting portion 13, the first meshing gear 2012 and the second meshing gear 2021, each gear can achieve a high gear and a low gear, doubling the number of achievable gear modes, providing more choices for the driver. By moving the gear shifting portion 13, the high gear and the low gear can be switched, the gear shifting is convenient, and the high gear can further amplify the speed ratio, making it suitable for off-road and getting out of trouble. When applied to a vehicle, it is beneficial to improve the power performance of the vehicle. Specifically, in the implementation, the first ring gear 404 of this embodiment is fixedly arranged on the housing of the power transmission mechanism. A second meshing gear 2021 is provided on the first planet carrier 402. The second meshing gear 2021 is sleeved on the second output half shaft 202 in an idle state. The gear shifting portion 13 is arranged on the second output half shaft 202. The structure of the gear shifting portion 13 can refer to the existing synchronizer structure. It can move along the axial direction of the second output half shaft 202 by the movement of the shifting fork. A synchronizing gear is provided on the gear shifting portion 13, and the synchronizing gear is meshed and connected with the first meshing gear 2012. At this time, the power transmitted to the first output half shaft 201 can be directly transmitted to the second output half shaft 202 through the first meshing gear 2012 and the shifting and switching portion.

[0057] After the fork moves the gear shifting portion 13 to the left, the synchronizing gear disconnects from the first meshing gear 2012, and then the synchronizing gear meshes and connects with the second meshing gear 2021. At this time, the power transmitted to the first output half shaft 201 can be transmitted to the second output half shaft 202 through the first sun gear 401, the first planet gear 403, the first planet carrier 402, the second meshing gear 2021, and the gear shifting portion 13.

[0058] In the above structure, the case where the gear shifting portion 13 has two positions along the axial direction of the output shaft 2 is taken as an example for illustration. That is, the gear shifting portion 13 is either in the first position meshed and connected with the first meshing gear 2012 or in the second position meshed and connected with the second meshing gear 2021. In addition to this, the gear shifting portion 13 can also adopt the existing two-way synchronizer. In addition to the first position meshed and connected with the first meshing gear 2012 and the position meshed and connected with the second meshing gear 2021, it can also be between the first meshing gear 2012 and the second meshing gear 2021, that is, the gear shifting portion 13 disconnects from both the first meshing gear 2012 and the second meshing gear 2021.

[0059] It should be noted that in the above structure, the second meshing gear 2021 is fixedly arranged on the first planet carrier 402 as an example for illustration. In addition to this, the first planet carrier 402 can also be fixedly arranged on the housing of the power transmission mechanism. The first ring gear 404 does not need to be fixedly arranged on the housing, but the second meshing gear 2021 is fixedly connected to the first ring gear 404.

[0060] In addition, the gear shift portion 13 can be arranged not only on the second output half shaft 202, but also on the first output half shaft 201.

[0061] Based on the above overall introduction, in this embodiment, as a preferred implementation form, as Figure 1 shown, a synchronizing unit is arranged on the input shaft 1. The synchronizing unit is used to control the on-off of the power between the second sun gear 501 and the second ring gear 504 / second planet carrier 502 of the second planetary gear train.

[0062] It is worth mentioning that referring to the attached Figure 1 shown in this embodiment, the synchronizing unit is used to control the on-off of the power between the second sun gear 501 and the second ring gear 504 of the second planetary gear train. In other embodiments, the synchronizing unit is used to control the on-off of the power between the second sun gear 501 and the second planet carrier 502 of the second planetary gear train.

[0063] Specifically, in this embodiment, as a preferred implementation form, referring to Figure 1 shown, the input shaft 1 includes a first input half shaft 101 and a second input half shaft 102. The second sun gear 501 is sleeved on the first input half shaft 101, the second planet carrier 502 is connected to the first input half shaft 101, and the second ring gear 504 is connected to the second input half shaft 102.

[0064] At the same time, the synchronizing unit includes a first synchronizer 6 arranged on the second input half shaft 102, and a synchronizing meshing gear 1022 sleeved on the second input half shaft 102. The synchronizing meshing gear 1022 is connected to the second sun gear 501, and the first synchronizer 6 selectively connects the synchronizing meshing gear 1022.

[0065] Thus, by providing a synchronization unit, the power on the first input half shaft 101 is transmitted to the second input half shaft 102 through the second planet carrier 502 and via the second ring gear 504. When the synchronization unit disconnects the second sun gear 501 from either the second ring gear 504 or the second planet carrier 502, the second sun gear 501 rotates with the second planet gear 503 on the second planet carrier 502. When the synchronization unit engages the second sun gear 501 with the second ring gear 504, the second sun gear 501 and the second ring gear 504 rotate synchronously. When the synchronization unit engages the second sun gear 501 with the second planet carrier 502, the second sun gear 501 and the second planet carrier 502 rotate synchronously. When the power of the first input half shaft 101 is transmitted to the second input half shaft 102, the rotation speed on the second input half shaft 102 can be made different by controlling the synchronization unit, facilitating the realization of more gear positions.

[0066] Meanwhile, the synchronization unit is configured to include a first synchronizer 6 provided on the second input half shaft 102 and a synchronously meshing gear 1022 sleeved on the second input half shaft 102. The first synchronizer 6 can be a standard part, with a lower cost, and it is convenient to control the on / off of the power between the second sun gear 501 and the second ring gear 504. The first synchronizer 6 is used to control the second sun gear 501, making the structure of the second planet carrier 502 simple and convenient for machining.

[0067] In a specific implementation, the second sun gear 501 is connected to the rotor 2201. At this time, the first synchronizer 6 is moved leftward to engage with the synchronously meshing gear 1022, and during power transmission, the rotation speeds between the second sun gear 501 and the second ring gear 504 can be ensured to be the same.

[0068] In addition, as a preferred implementation form, as Figure 1 shown, the power transmission mechanism of this embodiment further includes a first motor 22. An accommodation space is formed inside the rotor 2201 of the first motor 22, and the second planetary gear train is arranged inside the accommodation space. The synchronously meshing gear 1022 and the second sun gear 501 are respectively connected to the rotor 2201.

[0069] The advantage of such an arrangement is that by providing the first motor 22 and arranging an accommodation space inside the rotor 2201 of the first motor 22 to accommodate the second planetary gear train, the structure of the power transmission mechanism in the axial direction of the input shaft 1 can be made more compact, with less axial occupied space, facilitating the layout on a vehicle.

[0070] Secondly, in this embodiment, as a preferred implementation form, as shown in FIG. 1, the force transmission assembly includes an intermediate shaft 3, a first gear pair connected between the second input half shaft 102 and the intermediate shaft 3, and a second gear pair connected between the intermediate shaft 3 and the first output half shaft 201. Moreover, the second input half shaft 102 can be connected to the first output half shaft 201 through the first gear pair and the second gear pair.

[0071] Here, it can be understood that the force transmission assembly includes a first intermediate shaft 3, a first gear pair and a second gear pair, which is convenient for controlling the rotation speed on the output shaft 2 and for the overall layout.

[0072] Furthermore, in this embodiment, as a preferred implementation form, as shown in FIG. 1, there are multiple first gear pairs, and the multiple first gear pairs are arranged at axial intervals along the second input half shaft 102. Each first gear pair includes a first driving gear 1021 provided on the second input half shaft 102 and a first driven gear 301 provided on the intermediate shaft 3, and the first driving gear 1021 and the first driven gear 301 are meshed and connected.

[0073] Moreover, a second synchronizer is provided corresponding to each first gear pair. Each second synchronizer is provided on the second input half shaft 102 or the intermediate shaft 3, and each second synchronizer selectively connects the corresponding first gear pair. At the same time, the second gear pair includes a second driving gear 302 provided on the intermediate shaft 3 and a second driven gear 2011 provided on the first output half shaft 201, and the second driving gear 302 and the second driven gear 2011 are meshed and connected.

[0074] With this setting, setting the first gear pair to be multiple and providing the second synchronizer facilitate the realization of more gear modes, which is beneficial to improving the smoothness of gear shifting and the power transmission efficiency, and can provide a wide range of choices for customers.

[0075] In the specific structure, the number of the first gear pairs can be set to three. Of course, in addition to being set to three, it can also be designed and adjusted accordingly according to the actual gear shifting requirements. And, from left to right, the diameters of the three first driving gears 1021 are set in decreasing order, respectively constituting the third gear, the second gear and the first gear.

[0076] It is worth mentioning that the second synchronizer includes a second synchronizer A7 and a second synchronizer B8 provided on the intermediate shaft 3. The second synchronizer A7 can be a two-way synchronizer, and the second synchronizer B8 can be a one-way synchronizer. And the second synchronizer A7 is located between the left first gear pair and the middle first gear pair, and the second synchronizer B8 is located between the middle first gear pair and the right first gear pair. In other implementation manners, the second synchronizer A7 and the second synchronizer B8 can also be provided on the second input half shaft 102. At this time, the driving gear on the second input half shaft 102 can be set to be sleeved loosely.

[0077] In specific implementation, as shown in Figure 1, the second synchronizer A7 can be moved to the left to engage with the first driven gear 301 on the left, enabling a shift to the third gear. When the second synchronizer A7 is moved to the right to engage with the middle first driven gear 301, it can shift to the second gear. Furthermore, the second synchronizer A7 is retracted so that it does not engage with the first driven gears 301 on the left and in the middle, and the second synchronizer B8 is moved to the left to engage with the first driven gear 301 on the right, enabling a shift to the first gear.

[0078] Furthermore, in this embodiment, as a preferred implementation form, as shown in Figure 1, the power transmission mechanism of this embodiment further includes a universal joint assembly. The universal joint assembly includes a first universal joint 901 and a second universal joint 902. One end of the first universal joint 901 and the second universal joint 902 are connected. The other end of the first universal joint 901 is connected to the second output half shaft 202, and the other end of the second universal joint 902 is used to connect to the differential 44.

[0079] Here, by setting the universal joint assembly, the vehicle's main reducer can be arbitrarily arranged in the up, down, left, and right directions of the vehicle, which can better avoid some surrounding components, such as the engine, frame, etc., facilitating the overall layout.

[0080] In specific implementation, the main reduction drive gear 1201 is arranged on the second output half shaft 202, the main reduction driven gear 1202 is arranged on the differential 44, and the main reduction drive gear 1201 and the main reduction driven gear 1202 are meshed with each other, thereby reducing the inertia of the load and contributing to improving the vehicle's dynamic response performance.

[0081] In addition, in this embodiment, as a preferred implementation form, still referring to Figure 1, the power transmission mechanism of this embodiment further includes an engine 11. Among them, the power output end of the engine 11 can be directly connected to the first input half shaft 101, so that the clutch 10 can be omitted, which is beneficial to reducing costs and weight.

[0082] It is worth mentioning that in this embodiment, as another preferred implementation form, the power output end of the engine 11 is connected to the first input half shaft 101 through a clutch 10. Here, by setting the clutch 10 between the power output end of the first input half shaft 101 and the engine 11, the power between the power output end of the first input half shaft 101 and the engine 11 can be engaged or disengaged as needed. When the power between the power output end of the engine 11 and the first input half shaft 101 is instantaneously disconnected, it is convenient for gear shifting.

[0083] It should be noted that in this embodiment, the engine 11 and the first motor 22 are both provided, and the aforementioned clutch 10 is provided. When the clutch 10 is engaged, the engine 11 can operate to charge the first motor 22, which is beneficial to energy conservation. The first motor 22 can also be used as the starting motor of the engine 11, eliminating the need for a separately matched starting motor for the engine 11 and saving costs. At the same time, the engine 11 and the first motor 22 can also jointly output power, enabling the power transmission assembly to have a hybrid drive mode.

[0084] In addition, in this embodiment, as a preferred implementation form, as Figure 1 shown, the power transmission mechanism of this embodiment further includes a second motor 33, and the power output end of the second motor 33 is connected to the first output half shaft 201. It should be understood that as Figure 2 shown, it is also possible to omit the second motor 33.

[0085] In this embodiment, the second motor 33 is provided, which can output power alone, facilitating the realization of the pure electric mode. In the structure with the second synchronizer, the second motor 33 can be in a separate drive mode by the second synchronizer being in the middle position. It should still be noted that when the clutch 10 is disengaged, the first motor 22 and the second motor 33 can also jointly output power, facilitating gear shifting and jointly driving the vehicle.

[0086] During specific implementation, the second motor 33 provides power, and the power output end of the second motor 33 is directly connected to the first output half shaft 201. The power of the second motor 33 is directly transmitted to the first output half shaft 201. The gear shifting part 13 is engaged with the second meshing gear 2021. At this time, the power transmission path is the first output half shaft 201, the first sun gear 401, the first planet gear 403, the second meshing gear 2021, the gear shifting part 13, and the second output half shaft 202.

[0087] At the same time, when the gear shifting part 13 is engaged with the first meshing gear 2012, the power on the first output half shaft 201 can be directly transmitted to the second output half shaft 202 through the first meshing gear 2012 and the gear shifting part 13.

[0088] It is worth mentioning that in the above two ways, by moving the gear shifting part 13, the switching between two gears can be achieved, and in cooperation with the three first gear pairs, the second synchronizer A7, and the second synchronizer B8 mentioned above, the switching between six gears can be formed. Thus, the selection range of the driver can be increased, and the driving comfort can be improved.

[0089] When the power transmission mechanism of this embodiment is in use, the engine 11 provides power, which can be transmitted to the first planetary gear train through the first input half shaft 101. At this time, move the first synchronizer 6 to the left so that it meshes with the synchronizing engagement gear 1022, and the power can be transmitted to the second input half shaft 102.

[0090] Secondly, engage the second synchronizer A7 with the first driven gear 301 on its left, or with the first driven gear 301 on its right, or engage the second synchronizer B8 with the first driven gear 301 on its left. The power can be transmitted to the intermediate shaft 3 through one of the first gear pairs, and then transmitted to the second driven gear 2011 through the second driving gear 302.

[0091] Furthermore, the power is transmitted to the first output half shaft 201 through the second driven gear 2011. At this time, engage the gear shift part 13 with the first engagement gear 2012, or engage the gear shift part 13 with the second engagement gear 2021, and the switching between two gears can be realized. Make the power pass through the above one of the engagement forms, and after being transmitted to the second output half shaft 202, it is transmitted to the differential 44 through the universal joint assembly, the main reduction driving gear 1201 and the main reduction driven gear 1202.

[0092] Embodiment Two

[0093] This embodiment relates to a vehicle, and the vehicle is provided with a power transmission mechanism as in Embodiment One.

[0094] For the vehicle of this embodiment, by applying the power transmission mechanism of Embodiment One, the overall occupied space is relatively small. A second planetary gear train is arranged on the input shaft 1, and a first planetary gear train is arranged on the output shaft 2. By dividing the output shaft 2 into the first output half shaft 201 and the second output half shaft 202, and arranging the gear shift part 13, the first engagement gear 2012 and the second engagement gear 2021, the number of available gear modes can be doubled, providing more choices for the driver. By moving the gear shift part 13, the switching between high gear and low gear can be realized, the gear shifting is convenient, and the high gear can further amplify the speed ratio, which is beneficial to improving the power performance of the vehicle.

[0095] As a preferred implementation manner, the power transmission mechanism of Embodiment One is connected to one of the drive axles of the vehicle, and furthermore, a third motor is provided on the vehicle and is connected to the other drive axle of the vehicle.

[0096] 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 the power transmission mechanism of Example 1 is drivingly connected to the front drive axle, for example, when the output shaft 2 of the power transmission mechanism is drivingly connected to the differential 44 of the front drive axle, the power output end of the third motor is drivingly 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 component such as a gear system. The specific transmission connection method can refer to the structure in the prior art.

[0097] 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, while the power transmission mechanism of the first embodiment 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.

[0098] 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 mechanism, characterized in that: It comprises an input shaft (1) and an output shaft (2) arranged in parallel, and also comprises a first planetary gear train and a second planetary gear train; The input shaft (1) is provided with the second planetary gear train, and the input shaft (1) and the output shaft (2) are connected via a force transmission component; The output shaft (2) comprises a first output half shaft (201) and a second output half shaft (202); the first sun gear (401) of the first planetary gear train is arranged on the first output half shaft (201), and the first output half shaft (201) is provided with a first meshing gear (2012); one of the first ring gear (404) and the first planet carrier (402) of the first planetary gear train is fixedly arranged on the housing of the power transmission mechanism, the other of the first ring gear (404) and the first planet carrier (402) is provided with a second meshing gear (2021), and the second meshing gear (2021) is loosely sleeved on the second output half shaft (202); The first output half shaft (201) or the second output half shaft (202) is provided with a gear switching part (13), and the gear switching part (13) is capable of moving along the axial direction of the output shaft (2) and is drivingly connected to either the first meshing gear (2012) or the second meshing gear (2021).

2. The power transmission mechanism according to claim 1, characterized in that: The input shaft (1) is provided with a synchronization unit, which is used to control the power connection and disconnection between the second sun gear (501) and the second ring gear (504) / second planet carrier (502) of the second planetary gear train.

3. The power transmission mechanism according to claim 2, characterized in that: The input shaft (1) comprises a first input half shaft (101) and a second input half shaft (102); the second sun gear (501) is loosely mounted on the first input half shaft (101); the second planet carrier (502) is connected to the first input half shaft (101); and the second ring gear (504) is connected to the second input half shaft (102); The synchronization unit comprises a first synchronizer (6) arranged on the second input half shaft (102), and a synchronous meshing gear (1022) loosely sleeved on the second input half shaft (102), the synchronous meshing gear (1022) being connected to the second sun gear (501), and the first synchronizer (6) being selectively connected to the synchronous meshing gear (1022).

4. The power transmission mechanism according to claim 3, characterized in that: It also includes a first motor (22), wherein a accommodating space is formed in a rotor (2201) of the first motor (22), the second planetary gear train is arranged in the accommodating space, and the synchronous meshing gear (1022) and the second sun gear (501) are respectively connected to the rotor (2201).

5. The power transmission mechanism according to claim 3, characterized in that: The force transmission assembly comprises an intermediate shaft (3), a first gear pair connected between the second input half shaft (102) and the intermediate shaft (3), and a second gear pair connected between the intermediate shaft (3) and the first output half shaft (201); The second input half shaft (102) can be connected to the first output half shaft (201) via the first gear pair and the second gear pair.

6. The power transmission mechanism according to claim 5, characterized in that: There are a plurality of first gear pairs, and the plurality of first gear pairs are arranged along the axial spacing of the second input half shaft (102), and each of the first gear pairs comprises a first driving gear (1021) provided on the second input half shaft (102), and a first driven gear (301) provided on the intermediate shaft (3), and the first driving gear (1021) and the first driven gear (301) are meshed and connected; A second synchronizer is provided corresponding to each of the first gear pairs, each of the second synchronizers is provided on the second input half shaft (102) or the intermediate shaft (3), and each of the second synchronizers is selectively connected to the corresponding first gear pair; The second gear pair comprises a second driving gear (302) arranged on the intermediate shaft (3), and a second driven gear (2011) arranged on the first output half shaft (201), and the second driving gear (302) and the second driven gear (2011) are meshed and connected.

7. The power transmission mechanism according to claim 3, characterized in that: It also includes a universal joint assembly, which includes a first universal joint and a second universal joint (902), one end of the first universal joint is connected to the second universal joint (902), the other end of the first universal joint is connected to the second output half shaft (202), and the other end of the second universal joint (902) is used to connect to the differential (44).

8. The power transmission mechanism according to any one of claims 3 to 7, characterized in that: Also includes an engine (11); The power output end of the engine (11) is directly connected to the first input half shaft (101), or the power output end of the engine (11) is connected to the first input half shaft (101) via a clutch (10).

9. The power transmission mechanism according to claim 8, characterized in that: It also includes a second motor (33), wherein a power output end of the second motor (33) is connected to the first output half shaft (201).

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

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