Power transmission device and vehicle

Abstract

The utility model provides a power transmission device and a vehicle. The power transmission device comprises a first input shaft, an output shaft, a planetary gear train and a power transmission unit, wherein the first input shaft and the output shaft are arranged in parallel, and the planetary gear train is arranged on the first input shaft. Wherein the first input shaft is provided with a synchronization unit, the synchronization unit is used for controlling on-off of power between a sun gear and a gear ring / planet carrier of the planetary gear train, the first input shaft comprises a first half shaft and a second half shaft, the sun gear is sleeved on the first half shaft in an idle mode, the planet carrier is connected with the first half shaft, and the gear ring is connected with the second half shaft. The power transmission unit is connected between the second half shaft and the output shaft. The power transmission device provided with the planetary gear train is small in occupied space, convenient to arrange on a whole vehicle, capable of achieving multiple gears and convenient for a driver to select appropriate gears.

Description

Technical Field

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

[0002] A vehicle is generally a non-rail-borne vehicle that is powered by four or more wheels and is primarily used to transport people and / or cargo, as well as perform certain tasks. Depending on the power source, vehicles are categorized as fuel-powered, electric, or hybrid.

[0003] The power transmission system on a vehicle refers to the mechanism that provides propulsion for the vehicle. It primarily consists of a power source system and a transmission system. The power source can be, for example, an engine and / or an electric motor. When the power source is the engine, the vehicle is a gasoline-powered vehicle. When the power source is a combination of the engine and the electric motor, the vehicle is a hybrid vehicle. When the power source is the electric motor, the vehicle is an electric vehicle.

[0004] The gearbox is one of the most important components in the automobile transmission system. Its main function is to change the transmission ratio and expand the range of variation of the drive wheel torque and speed to adapt to the traction needs of different driving conditions, so that the engine can work under favorable working conditions as much as possible, and meet the needs of the car driving, reversing, parking and special conditions (such as towing or driving on slopes).

[0005] In the power systems of existing vehicles, the transmission generally adjusts the speed of the power source through a gear pair so that the vehicle can reach an appropriate speed. Some transmissions also use a planetary gear system. However, in the transmission structure with a planetary gear system, it occupies a large space and has fewer achievable gear modes. Utility Model Content

[0006] In view of this, the present invention aims to provide a power transmission device that can realize more gears and is convenient for the driver to choose.

[0007] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0008] A power transmission device includes a first input shaft and an output shaft arranged in parallel, a planetary gear train mounted on the first input shaft, and a power transmission unit. The first input shaft is provided with a synchronization unit for controlling the flow of power between the sun gear and the ring gear / planet carrier of the planetary gear train. The first input shaft includes a first half-shaft and a second half-shaft, the sun gear being loosely mounted on the first half-shaft, the planet carrier being connected to the first half-shaft, the ring gear being connected to the second half-shaft, and the power transmission unit being connected between the second half-shaft and the output shaft.

[0009] Furthermore, the power transmission device further includes a first motor, wherein the first motor is sleeved outside the planetary gear system via its own rotor, and the rotor is connected to the sun gear;

[0010] The synchronization unit includes a first synchronizer provided on the second half-shaft, a synchronous meshing gear connected to the rotor and loosely sleeved on the second half-shaft, and the first synchronizer is selectively connected to the synchronous meshing gear.

[0011] Furthermore, the power transmission unit includes a first intermediate shaft, a first gear train arranged between the second half shaft and the first intermediate shaft, and a second gear train arranged between the first intermediate shaft and the output shaft, and the second half shaft and the output shaft can be connected by transmission through the first gear train and the second gear train.

[0012] Furthermore, there are multiple first gear trains, and the multiple first gear trains are arranged at axial intervals along the second half-shaft;

[0013] The second half shaft or the first intermediate shaft is provided with a second synchronizer corresponding to each of the first gear trains. The second synchronizer selectively connects to the corresponding first gear train, thereby connecting the second half shaft to the first intermediate shaft in driving connection.

[0014] Furthermore, at least one of the first gear trains includes a first driving gear provided on the second axle shaft, and a first driven gear provided on the first intermediate shaft, and further includes a second intermediate shaft and a second intermediate wheel provided on the second intermediate shaft, wherein the first driving gear and the first driven gear are respectively meshed and connected with the second intermediate wheel;

[0015] The remaining first gear trains all include a second driving gear provided on the second half-shaft, and a second driven gear provided on the first intermediate shaft, wherein the second driving gear and the second driven gear are meshed and connected;

[0016] The second gear train includes an output driving gear provided on the first intermediate shaft, and an output driven gear provided on the output shaft, wherein the output driving gear and the output driven gear are meshed and connected.

[0017] Furthermore, the power transmission device also includes a universal joint assembly, which includes a first universal joint and a second universal joint, one end of the first universal joint is connected to one end of the second universal joint, the other end of the first universal joint is connected to the output shaft, and the other end of the second universal joint is used to connect to the main reduction input shaft of the main reduction driving gear.

[0018] Furthermore, the power transmission device also includes a second motor, and a power output end of the second motor is connected to the output shaft.

[0019] Furthermore, the first intermediate shaft is provided with a third driving gear, the output shaft is provided with a third driven gear, the third driving gear and the third driven gear are meshed and connected, the second motor is loosely sleeved on the output shaft, and the power output end of the second motor is directly connected to the third driven gear; or,

[0020] A fourth driving gear is provided on the second half shaft, and a fourth driven gear is provided on the first intermediate shaft. The fourth driving gear and the fourth driven gear are meshed and connected. The second motor is loosely mounted on the second half shaft, and a power output end of the second motor is directly connected to the fourth driving gear.

[0021] Furthermore, the power transmission device also includes an engine, and the power output end of the engine is connected to the first half shaft through a clutch.

[0022] Furthermore, a vehicle, wherein a drive axle of the vehicle is connected to any one of the power transmission devices described above;

[0023] The vehicle is provided with a third motor, and a power output end of the third motor is connected to another drive axle of the vehicle.

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

[0025] The power transmission device described in the utility model has a structure with a planetary gear system. By arranging a synchronization unit on the first input shaft, the power on the first half shaft is transmitted to the second half shaft through the planetary carrier and the ring gear. When the synchronization unit disconnects the sun gear from one of the ring gear and the planetary carrier, the sun gear rotates with the planetary gear on the planetary carrier, and when the synchronization unit engages the sun gear with the ring gear, the sun gear and the ring gear rotate synchronously. When the synchronization unit engages the sun gear with the planetary carrier, the sun gear and the planetary carrier rotate synchronously. When the power of the first half shaft is transmitted to the second half shaft, the speed of the second half shaft can be made different by controlling the synchronization unit, thereby facilitating the realization of more gears.

[0026] Furthermore, by providing a first motor with its rotor drivingly connected to the sun gear, the power of the first motor can be transmitted to the second half-shaft via the sun gear. By placing the first motor's rotor outside the planetary gear system, the power transmission device occupies less space in the axial direction, further improving the convenience of vehicle layout. The synchronization unit includes a first synchronizer provided on the second half-shaft and a synchromesh gear loosely mounted on the second half-shaft. The first synchronizer can be a standard component, which is low in cost and convenient for controlling the on-off of power between the sun gear and the ring gear.

[0027] The power transmission unit includes a first intermediate shaft, a first gear train and a second gear train, which facilitates the control of the rotational speed on the output shaft and the overall layout.

[0028] As for setting up multiple first gear systems and providing a second synchronizer, it is convenient to realize more gear modes, which is beneficial to improving the smoothness of gear shifting and power transmission efficiency, and can give customers a wide range of choices.

[0029] Among them, at least one of the first gear trains includes a first driving gear, a second intermediate shaft, a second intermediate wheel and a first driven gear, while the remaining gear trains include a second driving gear and a second driven gear, which facilitates the realization of reverse gear.

[0030] In addition, a universal joint assembly is provided, and the main reducer can be arranged arbitrarily in the up, down, left and right directions of the vehicle, which can better avoid some surrounding parts such as the engine and frame, facilitating the overall layout.

[0031] In addition, a second motor is provided, which can output power independently, facilitating the realization of a pure electric mode. In the structure in which a second synchronizer is provided, the second synchronizer can be placed in a neutral position to realize a separate driving mode of the second motor.

[0032] Furthermore, a third driving gear and a third driven gear are provided, and the second motor is loosely mounted on the output shaft, which saves layout space. The fourth driving gear, the fourth driven gear are provided, and the second motor is loosely mounted on the second half shaft, which also saves layout space and facilitates the overall layout.

[0033] At the same time, an engine is provided, and a clutch is provided between the first half-shaft and the power output end of 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 when disconnected, gear shifting is facilitated. An engine and a first motor are provided at the same time, and the aforementioned clutch is provided. When the clutch is engaged, the engine can operate to charge the first motor, which helps save energy. The first motor can also be used as a starting motor for the engine, eliminating the need for a separate starting motor for the engine and saving costs. At the same time, the engine and first motor can also jointly output power, giving the power transmission assembly a hybrid drive mode. When the clutch is disengaged, the first and second motors can jointly output power, facilitating gear shifting and jointly driving the vehicle.

[0034] Another object of the present invention is to provide a vehicle, which is provided with the power transmission device and the third motor as described above, the power output end of the third motor is transmission-connected to one drive axle of the vehicle, and the power transmission device is transmission-connected to the other drive axle of the vehicle.

[0035] The vehicle described in the present invention has a compact overall structure by applying the above-mentioned power transmission device. 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 range of choices and driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] 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:

[0037] Figure 1 This is a schematic structural diagram of the power transmission device according to the first embodiment of the present utility model;

[0038] Figure 2 This is a schematic structural diagram of the output driving gear and the third driving gear according to the first embodiment of the present invention, located between the second driven gear on the middle side and the second driven gear on the far right;

[0039] Figure 3 This is a structural diagram of the output driving gear and the third driving gear according to the first embodiment of the present invention, which are located on the right side of the first driven gear;

[0040] Figure 4 This is a structural diagram of the second motor according to the first embodiment of the present invention being loosely sleeved on the second half-shaft;

[0041] Figure 5 This is a schematic structural diagram of the integrated output driving gear, output driven gear and differential according to the first embodiment of the present invention;

[0042] Figure 6 This is a schematic structural diagram of the output driving gear, the output driven gear and the differential according to the first embodiment of the present invention, in which the output driving gear and the third driving gear are integrated into one body, and the output driving gear and the third driving gear are located between the second driven gear on the middle side and the second driven gear on the far right;

[0043] Figure 7 This is a structural diagram of the third driving gear and the output driving gear according to the first embodiment of the present invention, which are respectively located on both sides of the second driven gear and the first driven gear;

[0044] Figure 8 This is a structural diagram of the second motor according to the first embodiment of the present invention, which is loosely mounted on the second half-shaft and the output driving gear and the third driving gear are located on the right side of the first driven gear.

[0045] Description of reference numerals:

[0046] 1. First input shaft; 2. First intermediate shaft; 3. Output shaft; 5. First synchronizer; 6. Second synchronizer A; 7. Second synchronizer B; 8. Second intermediate shaft; 9. First universal joint; 10. Second universal joint; 12. Main reducer input shaft;

[0047] 101, first half-shaft; 102, second half-shaft; 1021, synchromesh gear; 1022, first driving gear; 1023, second driving gear; 1024, fourth driving gear;

[0048] 201, first driven gear; 202, second driven gear; 203, output driving gear; 204, third driving gear; 205, fourth driven gear;

[0049] 301, output driven gear; 302, third driven gear;

[0050] 401, sun gear; 402, planet gear; 403, planet carrier; 404, ring gear;

[0051] 801, second intermediate wheel;

[0052] 1201, main reduction driving gear;

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

[0054] 2201, rotor; 4401, main reduction and driven gears. DETAILED DESCRIPTION

[0055] 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.

[0056] In the description of this utility model, it should be noted that the orientations or positional relationships shown in the accompanying drawings are merely for the purpose of facilitating the description of this utility model and simplifying 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.

[0057] Additionally, in the description of this utility model, unless otherwise explicitly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or 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.

[0058] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0059] Example 1

[0060] This embodiment relates to a power transmission device, which occupies a small space in a power transmission device provided with a planetary gear train, is convenient for arrangement on a vehicle, has a large number of achievable gear positions, and is convenient for the driver to select a suitable gear position.

[0061] Based on the above design concept, an exemplary structure of the power transmission device of this embodiment is as follows: Figures 1 to 8 As shown, in terms of overall structure, the power transmission of this embodiment mainly includes a first input shaft 1 and an output shaft 3 arranged in parallel, a planetary gear system provided on the first input shaft 1, and a power transmission unit.

[0062] Specifically, a synchronization unit is provided on the first input shaft 1, which is used to control the power on and off between the sun gear 401 and the ring gear 404 / planet carrier 403 of the planetary gear system. The first input shaft 1 includes a first half-shaft 101 and a second half-shaft 102. The sun gear 401 is loosely mounted on the first half-shaft 101, the planet carrier 403 is connected to the first half-shaft 101, the ring gear 404 is connected to the second half-shaft 102, and the power transmission unit is connected between the second half-shaft 102 and the output shaft 3.

[0063] In a structure with a planetary gear train, by providing a synchronizing unit on the first input shaft 1, the power on the first half-shaft 101 is transmitted to the second half-shaft 102 through the planetary carrier 403 and the ring gear 404. When the synchronizing unit disconnects the sun gear 401 from one of the ring gear 404 and the planetary carrier 403, the sun gear 401 rotates along with the planetary gear 402 on the planetary carrier 403.

[0064] When the synchronization unit engages the sun gear 401 with the ring gear 404, the sun gear 401 and the ring gear 404 rotate synchronously, so that when the power of the first half shaft 101 is transmitted to the second half shaft 102, the speed of the second half shaft 102 can be different by controlling the synchronization unit, thereby facilitating the realization of more gears.

[0065] As a preferred embodiment, still referring to Figure 1 As shown, the power transmission device also includes a first motor 22, which is mounted outside the planetary gear system through its own rotor 2201, and the rotor 2201 is connected to the sun gear 401. The synchronization unit includes a first synchronizer 5 provided on the second half shaft 102, and a synchronous meshing gear 1021 connected to the rotor 2201 and loosely mounted on the second half shaft 102. The first synchronizer 5 is selectively connected to the synchronous meshing gear 1021.

[0066] By providing a first motor 22, its rotor 2201 is transmission-connected to the sun gear 401, allowing the power of the first motor 22 to be transmitted to the second axle 102 via the sun gear 401. By placing the first motor 22, via its rotor 2201, outside the planetary gear system, the power transmission device occupies less space in the axial direction, further improving the convenience of vehicle deployment. The synchronization unit includes a first synchronizer 5 disposed on the second axle 102 and a synchromesh gear 1021 loosely mounted on the second axle 102. The first synchronizer 5 can be a standard component, resulting in low cost and convenient control of the power flow between the sun gear 401 and the ring gear 404.

[0067] When power is transmitted from the first half-shaft 101 to the second half-shaft 102, the first half-shaft 101 will drive the planetary carrier 403 and the planetary gears 402 thereon to rotate around the sun gear 401. The first motor 22 can drive the sun gear 401 to rotate through its rotor 2201. When the first synchronizer 5 is separated from the synchronous meshing gear 1021, the first motor 22 can drive the sun gear 401 to rotate in the same direction as the first half-shaft 101 or remain stationary or rotate in the opposite direction of the first half-shaft 101. Similarly, when the first synchronizer 5 is connected to the synchronous meshing gear 1021, the first motor 22 can drive the sun gear 401 and the second half-shaft 102 to rotate in the same direction.

[0068] Method 1: The first synchronizer 5 is separated from the synchronous meshing gear 1021, and the first motor 22 drives the sun gear 401 to rotate in the same direction as the first half shaft 101. When the rotation speed of the sun gear 401 is equal to the rotation speed of the planet carrier 403, the planet gear 402 and the sun gear 401 remain stationary, so that the ring gear 404, the planet carrier 403 and the sun gear 401 keep rotating at the same speed and in the same direction, and then the ring gear 404 drives the second half shaft 102 to rotate at the same speed and in the same direction.

[0069] When the rotation speed of the sun gear 401 is lower than the rotation speed of the planet carrier 403, the planet gear 402 will rotate in the same direction as the sun gear 401 while rotating around the sun gear 401. At this time, the planet gear 402 will cause the ring gear 404 to rotate at a speed lower than the planet carrier 403, and then the ring gear 404 will drive the second half shaft 102 to rotate at a speed lower than the planet carrier 403, thereby increasing the torque.

[0070] When the rotation speed of the sun gear 401 is higher than that of the planet carrier 403, the planet gear 402 will rotate around the sun gear 401 while rotating in the opposite direction to the sun gear 401. At this time, the planet gear 402 will cause the ring gear 404 to rotate at a higher speed than the planet carrier 403, and then the ring gear 404 will drive the second half shaft 102 to rotate at a higher speed than the planet carrier 403, thereby increasing the rotation speed.

[0071] Method 2: The first synchronizer 5 is separated from the synchronous meshing gear 1021, and the first motor 22 drives the sun gear 401 to be stationary. At this time, the planetary carrier 403 drives the planetary gear 402 to rotate around the sun gear 401, and the planetary gear 402 will rotate in the same direction, thereby driving the ring gear 404 to rotate at a speed lower than the sun gear 401, and then the ring gear 404 drives the second half shaft 102 to rotate at a speed lower than the planetary carrier 403, thereby increasing the torque.

[0072] Method three, the first synchronizer 5 is separated from the synchronous meshing gear 1021, and the first motor 22 drives the sun gear 401 to rotate in the opposite direction of the first half shaft 101. At this time, the planetary carrier 403 drives the planetary gear 402 to rotate around the sun gear 401, and the planetary gear 402 will rotate in the opposite direction, thereby driving the ring gear 404 to rotate at a speed higher than the sun gear 401, and then the ring gear 404 drives the second half shaft 102 to rotate at a speed higher than the planetary carrier 403, thereby increasing the rotation speed.

[0073] Mode 4: When the first synchronizer 5 is connected to the synchronous meshing gear 1021 , the first motor 22 drives the synchronous meshing gear 1021 to rotate through its rotor 2201 , and then drives the second half shaft 102 to rotate through the first synchronizer 5 .

[0074] It can be understood that, in addition to the first synchronizer 5 provided on the second half-shaft 102 and the synchronous meshing gear 1021 connected to the rotor 2201 and loosely mounted on the second half-shaft 102, the synchronization unit can also be the first synchronizer 5 provided on the first half-shaft 101. At this time, the synchronous meshing gear 1021 is also connected to the rotor 2201. The synchronous meshing gear 1021 is loosely mounted on the first half-shaft 101. The first synchronizer 5 selectively connects to the synchronous meshing gear 1021. When the first half-shaft 101 rotates, the synchronous meshing gear 1021, the rotor 2201 and the sun gear 401 will rotate synchronously through the first synchronizer 5. At this time, the sun gear 401 will rotate synchronously with the planetary carrier 403.

[0075] Alternatively, the synchronous meshing gear 1021 is connected to the hollow shaft of the sun gear 401. When the first half shaft 101 rotates, the synchronous meshing gear 1021 and the sun gear 401 will rotate synchronously through the first synchronizer 5, and the sun gear 401 will also rotate synchronously with the planet carrier 403.

[0076] It should be noted that, in this embodiment, Figure 1The above description uses the example of a synchronization unit controlling the power flow between the sun gear 401 and the ring gear 404 of a planetary gear train. Alternatively, the synchronization unit can be used to control the power flow between the sun gear 401 and the planetary carrier 403 of a planetary gear train. For example, the first synchronizer 5 can be disposed on the first axle 101 instead of the second axle 102. In this case, the sun gear 401 can be provided with a synchronous meshing gear 1021, so that the first synchronizer 5 can selectively connect to the synchronous meshing gear 1021.

[0077] As a preferred embodiment, still referring to Figure 1 As shown, the power transmission unit includes a first intermediate shaft 2, a first gear train disposed between the second half shaft 102 and the first intermediate shaft 2, and a second gear train disposed between the first intermediate shaft 2 and the output shaft 3. The second half shaft 102 and the output shaft 3 are connected by the first and second gear trains. The power transmission unit includes the first intermediate shaft 2, the first and second gear trains to facilitate control of the speed of the output shaft 3 and facilitate overall layout.

[0078] As a preferred embodiment, still referring to Figure 1 As shown, multiple first gear trains are arranged axially spaced apart along the second half-shaft 102. Second synchronizers corresponding to each first gear train are provided on the second half-shaft 102 or the first intermediate shaft 2. These synchronizers selectively connect to the corresponding first gear train, establishing a driving connection between the second half-shaft 102 and the first intermediate shaft 2. The provision of multiple first gear trains and second synchronizers facilitates a wider range of gear modes, improves shifting smoothness, and enhances power transmission efficiency, offering customers a wide range of choices.

[0079] As a preferred embodiment, still referring to Figure 1 and Figure 3 As shown, at least one of the first gear trains includes a first driving gear 1022 provided on the second half-shaft 102, and a first driven gear 201 provided on the first intermediate shaft 2. The first gear train also includes a second intermediate shaft 8 and a second intermediate wheel 801 provided on the second intermediate shaft 8. The first driving gear 1022 and the first driven gear 201 are respectively meshed and connected with the second intermediate wheel 801.

[0080] The remaining first gear trains all include a second driving gear 1023 provided on the second half-shaft 102, and a second driven gear 202 provided on the first intermediate shaft 2. The second driving gear 1023 and the second driven gear 202 are meshed and connected. The second gear train includes an output driving gear 203 provided on the first intermediate shaft 2, and an output driven gear 301 provided on the output shaft 3. The output driving gear 203 and the output driven gear 301 are meshed and connected. The output driven gear 301 and the first universal joint 9 are preferably integrated into a single unit, but separate arrangements are also possible.

[0081] The second synchronizer can be arranged on the second half-shaft 102 and / or the first intermediate shaft 2. When the second synchronizer is arranged on the second half-shaft 102, the first driving gear 1022 and the multiple second driving gears 1023 are all loosely mounted on the second half-shaft 102. When the second synchronizer is arranged on the first intermediate shaft 2, the first driven gear 201 and the multiple second driven gears 202 are all loosely mounted on the first intermediate shaft 2. When the second synchronizer is arranged on both the second half-shaft 102 and the first intermediate shaft 2, the first driving gear 1022 and the multiple second driving gears 1023 are all loosely mounted on the second half-shaft 102, and the first driven gear 201 and the multiple second driven gears 202 are all loosely mounted on the first intermediate shaft 2.

[0082] And, the three second driving gears 1023 described in this embodiment are reduced from left to right, and according to Figure 1 It can be seen that there are two second synchronizers, namely the second synchronizer A6 and the second synchronizer B7 from left to right, wherein the second synchronizer A6 selectively connects the second driven gear 202 on the far left and the second driven gear 202 on the middle side, and the second synchronizer B7 selectively connects the second driven gear 202 on the far right and the first driven gear 201.

[0083] When the second synchronizer is connected to the three second driving gears 1023 in sequence from left to right, the vehicle is in third gear, second gear and first gear respectively. In addition, when the second synchronizer B7 is connected to the first driving gear 1022, the first intermediate shaft 2 will change its rotation direction under the action of the second intermediate shaft 8 and the second intermediate wheel 801, thereby realizing the reverse gear of the vehicle, giving customers a wide range of choices.

[0084] As a preferred embodiment, still referring to Figure 1As shown, the power transmission device also includes a universal joint assembly, which includes a first universal joint 9 and a second universal joint 10. One end of the first universal joint 9 is connected to one end of the second universal joint 10, the other end of the first universal joint 9 is connected to the output shaft 3, and the other end of the second universal joint 10 is used to connect to the main reduction input shaft 12 of the main reduction driving gear 1201. The main reduction input shaft 12 is connected to the main reduction driven gear 4401 on the differential 44 through the main reduction driving gear 1201, facilitating the driving of the vehicle. By providing a universal joint assembly, the main reduction gear can be arranged arbitrarily in the vertical, horizontal, and left-right directions of the vehicle, and can better avoid some surrounding components such as the engine 11 and the frame, facilitating the overall layout.

[0085] As a preferred embodiment, still referring to Figure 1 As shown, the power transmission device also includes a second motor 33, the power output end of which is connected to the output shaft 3. By providing the second motor 33, it can output power independently, facilitating the realization of a pure electric mode. In a structure in which a second synchronizer is provided, the second synchronizer can be placed in a neutral position to realize a single drive mode of the second motor 33.

[0086] As a preferred embodiment, still referring to Figure 1 As shown, a third driving gear 204 is provided on the first intermediate shaft 2, and a third driven gear 302 is provided on the output shaft 3. The third driving gear 204 and the third driven gear 302 are meshed and connected. The second motor 33 is loosely sleeved on the output shaft 3, and the power output end of the second motor 33 is directly connected to the third driven gear 302.

[0087] It is worth noting that, in addition to being loosely mounted on the output shaft 3, the second motor 33 may also be loosely mounted on the output shaft 3. In this case, a motor gear may be provided on the power output shaft 3 of the second motor 33, and the motor gear is meshed and connected with the third driving gear 204, so that the power of the second motor 33 is first transmitted to the first intermediate shaft 2 and then to the output shaft 3. The motor gear may also be meshed and connected with the third driven gear 302, so that the power of the second motor 33 is directly transmitted to the output shaft 3. In this case, there is no need to set the third driving gear 204. Alternatively, the power output end of the second motor 33 is directly connected to the third driving gear 204, and the second motor 33 is loosely mounted on the first intermediate shaft 2.

[0088] Alternatively, a fourth driving gear 1024 is provided on the second half shaft 102, a fourth driven gear 205 is provided on the first intermediate shaft 2, the fourth driving gear 1024 and the fourth driven gear 205 are meshed and connected, the second motor 33 is loosely sleeved on the second half shaft 102, and the power output end of the second motor 33 is directly connected to the fourth driving gear 1024.

[0089] In addition, in addition to being loosely mounted on the second half-shaft 102, the second motor 33 can also be mounted on the second half-shaft 102 without being loosely mounted. In this case, a motor gear can be set on the power output shaft 3 of the second motor 33, and the motor gear is meshed and connected with the fourth driving gear 1024, so that the power of the second motor 33 can also be first transmitted to the second half-shaft 102, and then transmitted to the first intermediate shaft 2. The motor gear can also be meshed and connected with the fourth driven gear, so that the power of the fourth motor is transmitted to the first intermediate shaft 2. In this case, there is no need to set the fourth driving gear 1024. Alternatively, the second motor 33 is loosely mounted on the first intermediate shaft 2, and the power output end of the second motor 33 is directly connected to the fourth driven gear 205. In this case, there is no need to set the fourth driving gear 1024.

[0090] The above methods can all enable the second motor 33 to transmit its output power to the output shaft 3, set the third driving gear 204 and the third driven gear 302, and the second motor 33 is loosely mounted on the output shaft 3, which is convenient for saving layout space. The setting of the fourth driving gear 1024, the fourth driven gear 205 and the loose mounting of the second motor 33 on the second half shaft 102 also have the effect of saving layout space and facilitating the overall layout.

[0091] As a preferred embodiment, still referring to Figure 1 As shown, the power transmission device also includes an engine 11, and the power output end of the engine 11 is connected to the first half-shaft 101 via a clutch. The engine 11 is provided, and the clutch 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 connected or disconnected as needed, and the disconnection facilitates gear shifting.

[0092] Furthermore, the engine 11 and the first motor 22 are provided simultaneously, along with the aforementioned clutch. When the clutch is engaged, the engine 11 can operate to charge the first motor 22, thereby conserving energy. The first motor 22 can also serve as a starter motor for the engine 11, eliminating the need for a separate starter motor for the engine 11 and saving costs. Furthermore, the engine 11 and the first motor 22 can jointly output power, enabling the power transmission assembly to function in a hybrid drive mode. When the clutch is disengaged, the first motor 22 and the second motor 33 can also jointly output power, facilitating gear shifting and enabling the vehicle to be driven.

[0093] like Figure 1 The power transmission device shown has the following achievable driving modes as shown in Table 1.

[0094] Table 1:

[0095]

[0096]

[0097] It should be noted here that the first column in Table 1 is the driving mode that can be achieved by the power transmission device, from top to bottom: the first pure electric mode, the second pure electric mode, the third pure electric mode, the fourth pure electric mode, the first power split mode, the second power split mode, the third power split mode, the fourth power split mode, the extended-range mode, the first direct drive mode, the second direct drive mode and the third direct drive mode.

[0098] The meanings of the first row in Table 1 from left to right are as follows: ICE represents the engine 11, GM represents the first motor 22, TM represents the second motor 33, S1 represents the first synchronizer 5, S1 left represents that the synchronized meshing gear 1021 is connected, S1 middle represents that the first synchronizer 5 is not connected to the synchronized meshing gear 1021, S2 represents the first synchronizer 5, and Figure 1 It can be seen that there are two second synchronizers. The second synchronizer on the left is the second synchronizer A6, which is selectively connected to the two second driven gears 202. The second synchronizer on the right is the second synchronizer B7, which is selectively connected to the first driven gear 201 or the second driven gear 202.

[0099] S2A left represents that the second synchronizer A6 is connected to the second driven gear 202 on the far left, S2A middle represents that the second synchronizer A6 is not connected to the second driven gear 202, S2A right represents that the second synchronizer A6 is connected to the second driven gear 202 on the middle side, S2B left represents that the second synchronizer B7 is connected to the second driven gear 202 on the far right, S2B middle represents that the second synchronizer B7 is not connected to the first driven gear 201 or the second driven gear 202, S2B right represents that the second synchronizer B7 is connected to the first driven gear 201, and C represents a clutch.

[0100] In the third to twelfth columns of Table 1, “√” represents that the corresponding component is in the on state, “×” represents that the corresponding component is in the off state, and “○” represents that the corresponding component can be in both the on state and the off state.

[0101] Example 2

[0102] This embodiment relates to a vehicle, wherein one drive axle of the vehicle is connected to the power transmission device of embodiment 1. A third motor is provided on the vehicle, and a power output end of the third motor is connected to another drive axle of the vehicle.

[0103] By applying any one of the power transmission devices in Examples 1 to 3, 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 3 separately, or can be combined and transmitted to the output shaft 3, so that the power transmission device can realize more driving modes, which is beneficial to improving the driver's range of choices and driving comfort.

[0104] 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 the power transmission device of embodiment one is transmission-connected to another drive axle of the vehicle. The drive axle mentioned here can also be any drive axle of the vehicle.

[0105] 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 device of Example 1 is transmission-connected to the front drive axle, for example, when the output shaft 3 of the power transmission device 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 component such as a gear system. The specific transmission connection method can refer to the structure in the prior art.

[0106] 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 device of Example 1 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.

[0107] 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 power transmission device, characterized in that: It comprises a first input shaft (1) and an output shaft (3) arranged in parallel, a planetary gear train provided on the first input shaft (1), and a power transmission unit; The first input shaft (1) is provided with a synchronization unit, and the synchronization unit is used to control the power on and off between the sun gear (401) and the ring gear (404) / planet carrier (403) of the planetary gear train; The first input shaft (1) includes a first half-shaft (101) and a second half-shaft (102), the sun gear (401) is loosely mounted on the first half-shaft (101), the planet carrier (403) is connected to the first half-shaft (101), and the ring gear (404) is connected to the second half-shaft (102); The power transmission unit is connected between the second half shaft (102) and the output shaft (3).

2. The power transmission device 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 rotor (2201) is connected to the sun gear (401); The synchronization unit includes a first synchronizer (5) provided on the second half shaft (102), a synchronous meshing gear (1021) connected to the rotor (2201) and loosely sleeved on the second half shaft (102), and the first synchronizer (5) is selectively connected to the synchronous meshing gear (1021).

3. The power transmission device according to claim 1, wherein: The power transmission unit includes a first intermediate shaft (2), a first gear train arranged between the second half shaft (102) and the first intermediate shaft (2), and a second gear train arranged between the first intermediate shaft (2) and the output shaft (3), wherein the second half shaft (102) and the output shaft (3) can be connected by transmission via the first gear train and the second gear train.

4. The power transmission device according to claim 3, characterized in that: There are a plurality of first gear trains, and the plurality of first gear trains are arranged at intervals along the axial direction of the second half shaft (102); The second half shaft (102) or the first intermediate shaft (2) is provided with a second synchronizer corresponding to each of the first gear trains, and the second synchronizer selectively connects to the corresponding first gear train, thereby making the second half shaft (102) transmission-connected to the first intermediate shaft (2).

5. The power transmission device according to claim 3, characterized in that: At least one of the first gear trains comprises a first driving gear (1022) provided on the second half shaft (102), and a first driven gear (201) provided on the first intermediate shaft (2), and further comprises a second intermediate shaft (8) and a second intermediate wheel (801) provided on the second intermediate shaft (8), wherein the first driving gear (1022) and the first driven gear (201) are respectively meshed and connected with the second intermediate wheel (801); The remaining first gear trains all include a second driving gear (1023) provided on the second half shaft (102), and a second driven gear (202) provided on the first intermediate shaft (2), wherein the second driving gear (1023) and the second driven gear (202) are meshed and connected; The second gear train comprises an output driving gear (203) provided on the first intermediate shaft (2), and an output driven gear (301) provided on the output shaft (3), wherein the output driving gear (203) and the output driven gear (301) are meshed and connected.

6. The power transmission device according to claim 3, characterized in that: The invention also includes a universal joint assembly, wherein the universal joint assembly includes a first universal joint (9) and a second universal joint (10), one end of the first universal joint (9) is connected to one end of the second universal joint (10), the other end of the first universal joint (9) is connected to the output shaft (3), and the other end of the second universal joint (10) is used to connect to the main reducer input shaft (12).

7. The power transmission device according to any one of claims 3 to 6, 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 (3).

8. The power transmission device according to claim 7, characterized in that: A third driving gear (204) is provided on the first intermediate shaft (2), a third driven gear (302) is provided on the output shaft (3), the third driving gear (204) and the third driven gear (302) are meshed and connected, the second motor (33) is loosely sleeved on the output shaft (3), and the power output end of the second motor (33) is directly connected to the third driven gear (302); or, A fourth driving gear (1024) is provided on the second half shaft (102), a fourth driven gear (205) is provided on the first intermediate shaft (2), the fourth driving gear (1024) and the fourth driven gear (205) are meshed and connected, the second motor (33) is loosely sleeved on the second half shaft (102), and the power output end of the second motor (33) is directly connected to the fourth driving gear (1024).

9. The power transmission device according to claim 7, characterized in that: It also includes an engine (11), wherein a power output end of the engine (11) is connected to the first half shaft (101) via a clutch.

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

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