Speed conversion mechanism, power assembly and vehicle

Abstract

The utility model provides a speed conversion mechanism, a power assembly and a vehicle, the speed conversion mechanism comprises an input shaft and an output shaft which are arranged in parallel, and further comprises a planetary gear train; the input shaft comprises a first half shaft and a second half shaft, and a planet carrier of the planetary gear train is connected with the first half shaft; a sun gear of the planetary gear train is connected with the second half shaft; a hollow shaft is sleeved on the second half shaft; a gear ring of the planetary gear train is connected with the hollow shaft; a first force transmission unit is arranged between one of the gear ring and the planet carrier and the output shaft, a second force transmission unit is arranged between the hollow shaft and the output shaft, a first synchronizer is arranged on the hollow shaft and / or the output shaft, the first synchronizer can be selectively connected with the first force transmission unit, and the first synchronizer can be selectively connected with the second force transmission unit. According to the speed conversion mechanism, the overall structure can be compact, the occupied space is small, and the driving comfort can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and in particular to a speed conversion mechanism. The utility model also relates to a powertrain equipped with the speed conversion mechanism, and a vehicle equipped with the powertrain. Background Art

[0002] The speed conversion mechanism, also known as the transmission, is an important component of the automobile transmission system. It has functions such as deceleration, speed change, reversing, interruption of power transmission, inter-wheel differential and inter-axle differential. It works with the engine to ensure that the car can run normally under different working conditions and make the car show good power and economy.

[0003] Existing speed conversion mechanisms typically achieve speed conversion through simple gear pairs. To improve load-carrying capacity, some speed conversion mechanisms employ planetary gear trains. However, planetary gear trains occupy a large space, are inconvenient to deploy on vehicles, offer a limited number of available gear positions, and, when applied to vehicle powertrains, offer a poor driver experience. Utility Model Content

[0004] In view of this, the present invention aims to provide a speed conversion mechanism to make the overall structure compact, occupy less space, and help increase driving comfort.

[0005] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0006] A speed conversion mechanism includes an input shaft and an output shaft arranged in parallel, and also includes a planetary gear train;

[0007] The input shaft includes a first half-shaft and a second half-shaft, the planet carrier of the planetary gear train is connected to the first half-shaft; the sun gear of the planetary gear train is connected to the second half-shaft; a hollow shaft is sleeved on the second half-shaft, and the ring gear of the planetary gear train is connected to the hollow shaft;

[0008] A first force transmission unit is provided between the ring gear / the planetary carrier and the output shaft, a second force transmission unit is provided between the hollow shaft and the output shaft, and a first synchronizer is provided on the output shaft. The first synchronizer can selectively connect to the first force transmission unit, and the first synchronizer can selectively connect to the second force transmission unit.

[0009] Furthermore, the hollow shaft is provided with a first meshing gear, the second half shaft is hollowly sleeved with a second meshing gear, and the second meshing gear is provided on the housing of the speed conversion mechanism;

[0010] A second synchronizer is provided on the second half shaft. The second synchronizer can be selectively connected to the first meshing gear, and the second synchronizer can be selectively connected to the second meshing gear.

[0011] Furthermore, the first force transmission unit includes a first driven gear loosely mounted on the output shaft, the first driven gear being in transmission connection with the ring gear, and the second force transmission unit includes a driving gear fixed on the hollow shaft, and a second driven gear loosely mounted on the output shaft, the driving gear and the second driven gear being meshed and connected;

[0012] The first synchronizer is capable of selectively connecting to the first driven gear, and the first synchronizer is capable of selectively connecting to the second driven gear.

[0013] Furthermore, the first force transmission unit includes a first driven gear loosely mounted on the output shaft, the first driven gear being transmission-connected to the planetary carrier, and the second force transmission unit includes a driving gear fixed on the hollow shaft, and a second driven gear loosely mounted on the output shaft, the driving gear and the second driven gear being meshed and connected;

[0014] The first synchronizer is capable of selectively connecting to the first driven gear, and the first synchronizer is capable of selectively connecting to the second driven gear.

[0015] Furthermore, the driving gear and the first meshing gear are integrated into an integral structure.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The speed conversion mechanism described in the utility model can be used as a power transmission mechanism of a transmission. The speed conversion mechanism divides the input shaft into a first half-shaft and a second half-shaft, which can facilitate the arrangement of the planetary gear system. The first force transmission unit and the second force transmission unit are provided to facilitate the realization of different gears. The first synchronizer is provided to facilitate the switching of gears. The power on the planetary gear system is transmitted to the output shaft through the planetary carrier, the ring gear, and the first force transmission unit, or is transmitted from the hollow shaft on the second half-shaft to the output shaft through the second force transmission unit, and a large number of gears can be realized.

[0018] Specifically, when the speed conversion mechanism is used to transmit power in the transmission, the first synchronizer is controlled to connect the first synchronizer to the first force transmission unit or the second force transmission unit, thereby achieving different transmission ratios, thereby facilitating the adjustment of the output speed. The speed conversion mechanism is used in the transmission for gear switching, and the gear switching is convenient. The speed conversion mechanism is used in vehicles to increase driving comfort. The overall structure of the speed conversion mechanism is compact, occupies little space, and is more convenient to arrange on the vehicle.

[0019] Secondly, a first meshing gear and a second meshing gear are provided. The first meshing gear is engaged by a second synchronizer on the second half-shaft, thereby causing the sun gear to rotate synchronously with the ring gear. Engaging the second meshing gear by the first synchronizer brakes the sun gear, reducing its rotational speed to zero. This allows two gears to be achieved when power is transmitted from the first half-shaft through the planetary gear train to the hollow shaft on the second half-shaft, thereby increasing the number of gear modes of the speed conversion mechanism. Furthermore, when the first synchronizer is disconnected from both the first meshing gear and the second meshing gear, power on the input shaft cannot be transmitted to the output shaft. When multiple power sources are arranged, power can be transmitted between the first and second half-shafts without affecting the power on the output shaft.

[0020] Furthermore, the first force transmission unit includes a first driven gear connected to the ring gear or the planetary carrier, the second force transmission unit includes a driving gear and a second driven gear, and a first synchronizer is provided on the output shaft. When the first synchronizer is engaged with the first driven gear, power on the input shaft can be transmitted to the output shaft through the ring gear and the first driven gear. When the first synchronizer is engaged with the second driven gear, power on the input shaft is transmitted to the output shaft through the ring gear, the hollow shaft, the driving gear, and the second driven gear. The first synchronizer is used to switch gears, making gear switching convenient. The driving gear and the first meshing gear are integrated into an integral structure, making the overall structure simpler, reducing weight, and lowering costs.

[0021] In addition, another object of the present invention is to provide a powertrain, which includes a power source and the speed conversion mechanism as described above;

[0022] The power output end of the power source is transmission-connected to the speed conversion mechanism.

[0023] Further, the power source includes an engine;

[0024] 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.

[0025] Furthermore, the power source further includes a first motor, and a power output end of the first motor is directly connected to the second half-shaft;

[0026] The engine and the first motor are respectively disposed at two ends of the input shaft.

[0027] Furthermore, the power source also includes a second motor, and the motor shaft of the second motor is connected to the output shaft.

[0028] The motor shaft is provided with a motor gear, the output shaft is provided with a passive gear, and the motor gear is meshed and connected with the passive gear;

[0029] The output shaft is provided with a third synchronizer, and the third synchronizer is selectively connected to the driven gear.

[0030] The powertrain described in the utility model, by applying the above-mentioned speed conversion mechanism, is compact in structure and occupies a small space, and can conveniently realize multiple gears, shift smoothly, be convenient for arrangement on the vehicle, and increase the driving comfort of the driver.

[0031] As for the power source including an engine, directly connecting the first axle and the engine's power output allows the engine's power to be directly transmitted to the first axle. This structure, which eliminates the need for a clutch, has the beneficial effects of significantly reducing weight and cost. Furthermore, providing a clutch between the first axle and the engine's power output allows the power between the first axle and the engine's power output to be engaged or disengaged as needed, facilitating gear shifting when disengaged.

[0032] The first motor is arranged so that its power output is connected to the second half-shaft, forming a transmission connection between the first motor's power output and the sun gear. This allows the first motor's power to be transmitted through the sun gear to the hollow shaft, facilitating power output and enabling the first motor to drive the vehicle. The engine and first motor are placed at opposite ends of the input shaft, facilitating series, power split, and direct drive modes. The engine can charge the first motor, saving energy. The first motor can also serve as the engine's starter motor, eliminating the need for a separate engine starter motor and saving costs. Furthermore, the engine and first motor can jointly output power, enabling the powertrain to operate in a hybrid drive mode.

[0033] In addition, the second motor is configured to independently output power when the first synchronizer is disconnected from the driving gear, enabling the powertrain to operate in a purely electric drive mode. Furthermore, the second motor does not need to be back-driven during the process of the engine charging the first motor or the first motor starting the engine, thereby significantly conserving energy. Furthermore, a motor gear is provided on the motor shaft, and a driven gear and a third synchronizer are provided on the output shaft. When the third synchronizer is disconnected from the driven gear, the engine charges the first motor, or the first motor serves as the engine starting motor, there is no need to back-drive the second motor, thereby conserving energy. When the third synchronizer is engaged with the driven gear, the second motor can cooperate with the engine and / or the first motor to increase the vehicle's power performance.

[0034] In addition, another object of the present invention is to provide a vehicle, wherein the vehicle is provided with the power assembly as described above, and further includes a third motor;

[0035] The powertrain is in driving connection with one drive axle of the vehicle, and the third motor is in driving connection with the other drive axle of the vehicle.

[0036] The vehicle described in the present invention has the same beneficial effects as the above-mentioned power assembly, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0038] Figure 1 This is a structural diagram of the speed conversion mechanism described in Example 1 of the present utility model applied to a powertrain;

[0039] Figure 2 This is a structural schematic diagram of another structure of the speed conversion mechanism described in Example 1 of the present invention applied to a powertrain.

[0040] Description of reference numerals:

[0041] 1. Input shaft; 2. Output shaft; 3. Hollow shaft; 5. First synchronizer; 6. Second synchronizer; 7. Third synchronizer; 10. Clutch;

[0042] 101, first half-shaft; 102, second half-shaft; 1021, second meshing gear;

[0043] 301, driving gear; 302, first meshing gear;

[0044] 201, first driven gear; 202, second driven gear; 203, output gear; 204, driven gear;

[0045] 401, sun gear; 402, planet gear; 403, planet carrier; 404, ring gear;

[0046] 11. Engine; 22. First motor; 33. Second motor; 44. Differential;

[0047] 3301, motor gear; 4401, input ring gear. DETAILED DESCRIPTION

[0048] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein can be combined with each other.

[0049] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "back" and other terms indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0050] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they can refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on specific circumstances.

[0051] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0052] Example 1

[0053] This embodiment relates to a speed conversion mechanism, which has a more compact overall structure, occupies less space, and is conducive to increasing driving comfort. Figure 1 As shown in FIG, the speed conversion mechanism of this embodiment includes an input shaft 1 and an output shaft 2 arranged in parallel, and also includes a planetary gear train.

[0054] Among them, the input shaft 1 includes a first half shaft 101 and a second half shaft 102, the planetary gear train's planetary carrier 403 is connected to the first half shaft 101, the planetary gear train's sun gear 401 is connected to the second half shaft 102, a hollow shaft 3 is hollowly sleeved on the second half shaft 102, and the planetary gear train's ring gear 404 is connected to the hollow shaft 3.

[0055] In addition, a first force transmission unit is provided between the ring gear 404 / planetary carrier 403 and the output shaft 2, a second force transmission unit is provided between the hollow shaft 3 and the output shaft 2, and a first synchronizer 5 is provided on the output shaft 2. The first synchronizer 5 can selectively connect to the first force transmission unit, and the first synchronizer 5 can selectively connect to the second force transmission unit.

[0056] At this time, as set above, the input shaft 1 is divided into a first half-shaft 101 and a second half-shaft 102, which can facilitate the arrangement of the planetary gear system. The first force transmission unit and the second force transmission unit are set to facilitate the realization of different gears. The first synchronizer 5 is set to facilitate the switching of gears. The power on the planetary gear system is transmitted to the output shaft 2 through the planetary carrier 403, the ring gear 404, and the first force transmission unit, or is transmitted from the hollow shaft 3 on the second half-shaft 102 to the output shaft 2 through the second force transmission unit, and more gears can be achieved.

[0057] The first synchronizer 5 can also realize gear switching, which is convenient and can be applied to vehicles to increase driving comfort. The speed conversion mechanism has a compact overall structure, occupies little space, and is convenient to arrange on the vehicle.

[0058] Based on the above overall introduction, in this embodiment, as a preferred implementation form, as Figure 1 As shown, the hollow shaft 3 is provided with a first meshing gear 302, and the second half-shaft 102 is hollowly sleeved with a second meshing gear 1021. The second meshing gear 1021 is mounted on the housing of the speed conversion mechanism. Furthermore, the second half-shaft 102 is provided with a second synchronizer 6, which can selectively connect to the first meshing gear 302 and the second synchronizer 6 can selectively connect to the second meshing gear 1021.

[0059] Here, a first meshing gear 302 and a second meshing gear 1021 are provided. By engaging the first meshing gear 302 through the second synchronizer 6 on the second half-shaft 102, the sun gear 401 and the ring gear 404 can be rotated synchronously. By engaging the second meshing gear 1021 through the second synchronizer 6, the sun gear 401 can be braked so that the speed of the sun gear 401 is 0, so that when power is transmitted from the first half-shaft 101 to the second half-shaft 102 through the planetary gear system, two gears can be achieved, which is beneficial to increase the gear mode of the speed conversion mechanism.

[0060] At the same time, when the second synchronizer 6 is disconnected from the first meshing gear 302 and the second meshing gear 1021, the power on the input shaft 1 cannot be transmitted to the output shaft 2. When multiple power sources are arranged, the first half shaft 101 and the second half shaft 102 can transmit power to each other without affecting the power on the output shaft 2.

[0061] Specifically, in this embodiment, as a preferred implementation form, Figure 1 As shown in the figure, the first force transmission unit includes a first driven gear 201 that is loosely mounted on the output shaft 2, and the first driven gear 201 is transmission-connected to the ring gear 404. The second force transmission unit includes a driving gear 301 that is fixed on the hollow shaft 3, and a second driven gear 202 that is loosely mounted on the output shaft 2, and the driving gear 301 and the second driven gear 202 are meshed and connected.

[0062] Furthermore, the first synchronizer 5 is provided on the output shaft 2 . The first synchronizer 5 can be selectively connected to the first driven gear 201 , and the first synchronizer 5 can be selectively connected to the second driven gear 202 .

[0063] It should be noted that both the first synchronizer 5 and the second synchronizer 6 in this embodiment can employ bidirectional synchronizers well known to those skilled in the art. The ring gear 404 can employ a structure in which the inner and outer walls respectively form an internal gear and an external gear, with the internal gear meshingly connected to each of the planetary gears 402, and the external gear meshingly connected to the first driven gear 201. This arrangement allows the ring gear 404 to be a single component, meshingly connected to both the planetary gears 402 and the first driven gear 201, resulting in a simple structure and low weight. Alternatively, the ring gear 404 can still employ the structure of the prior art, and it is also possible to mount a separate external gear on the ring gear 404 that meshes and connects to the first driven gear 201.

[0064] During specific implementation, the second synchronizer 6 is moved to the left so that it is engaged with the first meshing gear 302, so that the power on the second half shaft 102 causes the sun gear 401 and the ring gear 404 to rotate synchronously. At this time, the first driven gear 201 and the ring gear 404 are engaged with each other, and power can be transmitted from the ring gear 404 to the first driven gear 201.

[0065] In other embodiments, the second synchronizer 6 is moved to the right so that it is meshed and connected with the second meshing gear 1021. At this time, power is transmitted to the planetary carrier 403 through the first half shaft 101, and the ring gear 404 rotates with the planetary gear 402 on the planetary carrier 403. The first driven gear 201 and the ring gear 404 are meshed and connected, and power can be transmitted from the ring gear 404 to the first driven gear 201.

[0066] Furthermore, in this embodiment, as another preferred implementation form, Figure 2 As shown in the figure, the first force transmission unit includes a first driven gear 201 loosely mounted on the output shaft 2, and the first driven gear 201 is transmission-connected to the planetary carrier 403. The second force transmission unit includes a driving gear 301 fixed on the hollow shaft 3, and a second driven gear 202 loosely mounted on the output shaft 2, and the driving gear 301 and the second driven gear 202 are meshed and connected.

[0067] Meanwhile, the first synchronizer 5 is provided on the output shaft 2 , and the first synchronizer 5 can be selectively connected to the first driven gear 201 , and the first synchronizer 5 can be selectively connected to the second driven gear 202 .

[0068] It can be understood that the first force transmission unit includes a first driven gear 201 that is transmission-connected to the ring gear 404 or the planetary carrier 403, the second force transmission unit includes a driving gear 301 and a second driven gear 202, and a first synchronizer 5 is provided on the output shaft 2. When the first synchronizer 5 is engaged with the first driven gear 201, the power on the input shaft 1 can be transmitted to the output shaft 2 through the ring gear 404 and the first driven gear 201, and when the first synchronizer 5 is engaged with the second driven gear 202, the power on the input shaft 1 is transmitted to the output shaft 2 through the ring gear 404, the hollow shaft 3, the driving gear 301 and the second driven gear 202. The first synchronizer 5 is used to switch gears, and the gear switching is convenient.

[0069] When implementing it specifically, Figure 2 As shown in FIG, the first driven gear 201 is meshed and connected with the planet carrier 403. At this time, the power of the first half-shaft 101 is transmitted to the planet carrier 403, and the planet carrier 403 rotates, thereby driving the first driven gear 201 to rotate. It should be noted that in a specific configuration, a driving wheel can be installed on the planet carrier 403 so that the driving wheel and the planet carrier 403 are meshed and connected, which facilitates the overall layout. The planet carrier 403 and the driving wheel can be formed integrally or processed separately and then connected together.

[0070] Considering the need to reduce weight and cost of the speed conversion mechanism, in this embodiment, as a preferred implementation form, the driving gear 301 and the first meshing gear 302 are integrated into a one-piece structure. The advantage of this arrangement is that the driving gear 301 and the first meshing gear 302 are integrated into a one-piece structure, making the overall structure simpler, thereby reducing weight and reducing costs.

[0071] In the specific structure, an output gear 203 is provided on the output shaft 2. The output gear 203 is provided at one end of the output shaft 2 close to the first half shaft 101. The output gear 203 is used to engage with the input ring gear 4401 of the differential 44. The output gear 203 is provided so that the power transmitted to the output shaft 2 in each gear can be output to the differential 44 through the output gear 203.

[0072] Example 2

[0073] This embodiment relates to a power assembly, which includes a power source and the speed conversion mechanism of embodiment 1. In addition, the power output end of the power source is in transmission connection with the speed conversion mechanism.

[0074] The powertrain described in the utility model, by applying the above-mentioned speed conversion mechanism, is compact in structure and occupies a small space, and can conveniently realize multiple gears, shift smoothly, be convenient for arrangement on the vehicle, and increase the driving comfort of the driver.

[0075] Secondly, in this embodiment, as a preferred implementation form, Figure 1 As shown in FIG, the power source includes an engine 11, and the power output end of the engine 11 is directly connected to the first half-shaft 101. With this arrangement, the power source includes the engine 11, and the first half-shaft 101 is directly connected to the power output end of the engine 11, so that the power of the engine 11 can be directly transmitted to the first half-shaft 101. This structure does not require the installation of the clutch 10, and has the beneficial effects of reducing weight and cost.

[0076] During specific implementation, the second synchronizer 6 is moved to the right so that it is engaged with the second meshing gear 1021. At this time, the power provided by the engine 11 is transmitted to the planetary carrier 403 through the first half shaft 11, and the ring gear 404 rotates with the planetary gear 402 on the planetary carrier 403, transmitting power to the first driven gear 201.

[0077] At the same time, the first synchronizer 5 is moved to the left so that it engages with the first driven gear 201 , and power can be transmitted to the output shaft 2 , thereby driving the output gear 203 to rotate and transmitting power to the input ring gear 4401 so that power can be transmitted to the differential 44 .

[0078] It is worth mentioning that, in this embodiment, as another preferred implementation form, Figure 2 As shown in FIG, the power output end of the engine 11 is connected to the first half-shaft 101 via a clutch 10. Here, the clutch 10 is provided between the first half-shaft 101 and the power output end of the engine 11, so that the power between the first half-shaft 101 and the power output end of the engine 11 can be engaged or disconnected as needed, and gear shifting is facilitated when disconnected.

[0079] Furthermore, in this embodiment, as a preferred implementation form, refer to Figure 1 As shown in , the power source further includes a first motor 22, and the power output end of the first motor 22 is directly connected to the second half shaft 102. In addition, the engine 11 and the first motor 22 are respectively placed at both ends of the input shaft 1.

[0080] Here, by setting the first motor 22, the power output end of the first motor 22 is connected to the second half shaft 102, forming a structure in which the power output end of the first motor 22 is transmission-connected to the sun gear 401, so that the power of the first motor 22 can be transmitted to the hollow shaft 3 through the sun gear 401, thereby facilitating the output of power and facilitating the vehicle to be driven by the first motor 22.

[0081] Placing the engine 11 and the first motor 22 at both ends of the input shaft 1 facilitates the realization of series connection, power splitting and direct drive modes. 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, eliminating the need for a separate starting motor for the engine 11 and saving costs. At the same time, the engine 11 and the first motor 22 can also output power together, so that the powertrain has a hybrid drive mode.

[0082] During specific implementation, the second synchronizer 6 is moved to the left so that it is engaged with the first meshing gear 302. The power provided by the second motor 22 is transmitted to the second half shaft 102, and the sun gear 401 and the ring gear 404 can rotate synchronously, and the power can be transmitted to the first driven gear 201.

[0083] At the same time, the first synchronizer 5 is moved to the left so that it engages with the first driven gear 201 , and power can be transmitted to the output shaft 2 , thereby driving the output gear 203 to rotate and transmitting power to the input ring gear 4401 so that power can be transmitted to the differential 44 .

[0084] Furthermore, the first synchronizer 5 can also be moved to the right so that it is engaged and connected with the second driven gear 202. At this time, through the above method, the driving ring gear 404 rotates, thereby driving the hollow shaft 3 to rotate, and is engaged and connected with the second driven gear 202 through the driving gear 301, transmitting power to the output shaft 2, and then driving the output gear 203 to rotate, and through the engagement between the output gear 203 and the input ring gear 4401, the power is transmitted to the differential 44.

[0085] In addition, in this embodiment, as a preferred implementation form, the power source further includes a second motor 33, the motor shaft of the second motor 33 being connected to the output shaft 2. Meanwhile, a motor gear 3301 is provided on the motor shaft, a driven gear 204 is loosely sleeved on the output shaft 2, the motor gear 3301 being meshed and connected with the driven gear 204, and a third synchronizer 7 is provided on the output shaft 2, the third synchronizer 7 being selectively connected to the driven gear 204.

[0086] Here, the second motor 33 is configured to independently output power when the first synchronizer 5 is disconnected from the driving gear 301, enabling the powertrain to operate in a purely electric drive mode. Furthermore, the second motor 33 does not need to be reverse-driven during the process of the engine 11 charging the first motor 22 or the first motor 22 starting the engine 11, thereby significantly conserving energy. It should be noted that the third synchronizer 7 can be a conventional one-way synchronizer.

[0087] When implementing it specifically, Figure 2As shown in , the first synchronizer 5 is disconnected from the driving gear 301, and the third synchronizer 7 is engaged with the driven gear 204. At this time, the power of the second motor 33 can be transmitted to the output shaft 2 through the engagement between the motor gear 3301 and the driven gear 204, and can drive the output gear 203 to rotate, thereby transmitting the power to the differential 44 through the input ring gear 4401.

[0088] A motor gear 3301 is provided on the motor shaft, and a driven gear 204 and a third synchronizer 7 are provided on the output shaft 2. When the third synchronizer 7 is disconnected from the driven gear 204, the engine 11 charges the first motor 22, and when the first motor 22 serves as the starting motor for the engine 11, there is no need to reversely drag the second motor 33, which is beneficial to energy conservation. When the third synchronizer 7 is engaged with the driven gear 204, the second motor 33 can cooperate with the engine 11 to increase the power performance of the vehicle. It is understandable that the second motor 33 can also cooperate with the first motor 22 to enhance the power performance of the vehicle.

[0089] In terms of specific structure, the passive gear 204 can be a gear gear, such as the aforementioned driven gear, which in this embodiment specifically refers to the first driven gear 201 and the second driven gear 202. The passive gear 204 can also be set separately, that is, in addition to the driven gear, a passive gear 204 is also required to be set on the output shaft 2. It should be noted that in a preferred embodiment, the passive gear 204 adopts a gear gear, which has a simple structure, can save one gear, and has a lower cost.

[0090] It should be noted that when the passive gear 204 adopts a shift gear, the passive gear 204 and the driving gear 301 on the hollow shaft 3 that is meshed with the passive gear 204 are preferably loosely sleeved on the hollow shaft 3, and a second synchronizer 6 that is selectively connected to the driving gear 301 is provided on the hollow shaft 3, for example Figure 1 The structure shown in .

[0091] Example 3

[0092] This embodiment relates to a vehicle, which includes the powertrain in the second embodiment.

[0093] The vehicle of this embodiment has the technical advantages of the powertrain in the second embodiment, which will not be described in detail here.

[0094] As a preferred embodiment, the vehicle also includes a third motor. The powertrain of Example 2 is transmission-connected to one drive axle of the vehicle, and the third motor is transmission-connected to another drive axle of the vehicle. The drive axle mentioned here can also be any drive axle of the vehicle.

[0095] 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 powertrain of Example 2 is connected to the front drive axle, for example, when the powertrain is connected to the front drive axle, the third motor is 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.

[0096] It should be understood that in other types of vehicles, the third motor may also be connected to the front drive axle of the vehicle, while the powertrain of Example 2 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 existing technology.

[0097] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A speed conversion mechanism, characterized in that: It includes an input shaft (1) and an output shaft (2) arranged in parallel, and also includes a planetary gear train; The input shaft (1) includes a first half-shaft (101) and a second half-shaft (102); the planet carrier (403) of the planetary gear train is connected to the first half-shaft (101); the sun gear (401) of the planetary gear train is connected to the second half-shaft (102); a hollow shaft (3) is sleeved on the second half-shaft (102), and the ring gear (404) of the planetary gear train is connected to the hollow shaft (3); A first force transmission unit is provided between the planet carrier (403) and the output shaft (2), a second force transmission unit is provided between the hollow shaft (3) and the output shaft (2), and a first synchronizer (5) is provided on the output shaft (2), the first synchronizer (5) can selectively connect to the first force transmission unit, and the first synchronizer (5) can selectively connect to the second force transmission unit.

2. The speed conversion mechanism according to claim 1, characterized in that: The hollow shaft (3) is provided with a first meshing gear (302), the second half shaft (102) is hollowly sleeved with a second meshing gear (1021), and the second meshing gear (1021) is provided on the housing of the speed conversion mechanism; A second synchronizer (6) is provided on the second half shaft (102), and the second synchronizer (6) can selectively connect to the first meshing gear (302), and the second synchronizer (6) can selectively connect to the second meshing gear (1021).

3. The speed conversion mechanism according to claim 2, characterized in that: The first force transmission unit comprises a first driven gear (201) loosely mounted on the output shaft (2), the first driven gear (201) being in transmission connection with the planetary carrier (403); the second force transmission unit comprises a driving gear (301) fixed on the hollow shaft (3), and a second driven gear (202) loosely mounted on the output shaft (2), the driving gear (301) and the second driven gear (202) being meshed and connected; The first synchronizer (5) is capable of selectively connecting to the first driven gear (201), and the first synchronizer (5) is capable of selectively connecting to the second driven gear (202).

4. The speed conversion mechanism according to claim 3, characterized in that: The driving gear (301) and the first meshing gear (302) are integrated into an integral structure.

5. A powertrain, characterized in that: The powertrain comprises a power source, and a speed conversion mechanism according to any one of claims 1 to 4; The power output end of the power source is transmission-connected to the speed conversion mechanism.

6. The powertrain according to claim 5, characterized in that: The power source 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 (10).

7. The powertrain according to claim 6, characterized in that: The power source further includes a first motor (22), wherein a power output end of the first motor (22) is directly connected to the second half shaft (102); The engine (11) and the first motor (22) are respectively disposed at two ends of the input shaft (1).

8. The powertrain according to claim 6, characterized in that: The power source further comprises a second motor (33), the motor shaft of the second motor (33) being connected to the output shaft (2); A motor gear (3301) is provided on the motor shaft, a passive gear (204) is sleeved on the output shaft (2), and the motor gear (3301) is meshed and connected with the passive gear (204); A third synchronizer (7) is provided on the output shaft (2), and the third synchronizer (7) is selectively connected to the driven gear (204).

9. A vehicle, characterized in that: A powertrain comprising any one of claims 5-8, further comprising a third motor; The powertrain is in driving connection with one drive axle of the vehicle, and the third motor is in driving connection with the other drive axle of the vehicle.

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