Transmission system, power assembly, axle and vehicle

Abstract

The utility model discloses a transmission system, a power assembly, an axle and a vehicle, the transmission system comprises a gear shaft system, the gear shaft system comprises a first shaft, a second shaft, a first idle gear, a first gear train and an output shaft; the first idle gear is arranged on the second shaft, the first shaft is suitable for being connected with a first power device, the first idle gear is in transmission connection with the first shaft and the first gear train, and the output shaft is in transmission connection with the first gear train. According to the transmission system, the second shaft and the first idle gear are arranged between the first power device and the first gear train, the suspension rigidity of the first power device is improved, the working reliability of the transmission system is improved, the stability of power transmission is guaranteed, and vibration and noise of the transmission system can be reduced.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission technology, and in particular to a transmission system, powertrain, axle and vehicle. Background Technology

[0002] In existing technologies, vehicles employing dual motors typically have motors mounted on both sides of the axle, with the motor output shafts connected to the power output shaft via transmission gear pairs. However, this connection method between the motors and the power output shaft results in poor motor mounting stiffness and generates significant noise. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a transmission system that improves the suspension stiffness of the first power device, ensures the stability of power transmission, reduces vibration and noise in the transmission system, and improves the operational reliability of the transmission system.

[0004] The second objective of this invention is to provide a powertrain that includes the aforementioned transmission system.

[0005] The third objective of this invention is to provide an axle that includes the aforementioned powertrain.

[0006] The fourth objective of this invention is to provide a vehicle that includes the aforementioned axle.

[0007] According to a first aspect of the present invention, a transmission system includes: a gear shaft system, the gear shaft system including a first shaft, a second shaft, a first idler wheel, a first gear system, and an output shaft; the first idler wheel is disposed on the second shaft, the first shaft is adapted to be connected to a first power device, the first idler wheel is drivenly connected to the first shaft and the first gear system respectively, and the output shaft is drivenly connected to the first gear system.

[0008] According to the transmission system of this utility model embodiment, by setting two shafts and a first idler wheel between the first power device and the first gear system, the suspension stiffness of the first power device is improved, the problem of poor suspension stiffness of the first power device is avoided, the stability of power transmission is guaranteed, and the vibration and noise of the transmission system can be reduced, thereby improving the working reliability and NVH performance of the transmission system.

[0009] According to some embodiments of the present invention, the gear system includes: a first transmission wheel, which meshes with a first idler wheel, and the first transmission wheel is connected to the first gear system.

[0010] According to some embodiments of the present invention, a first gear is provided on the shaft, the first gear meshes with the first idler gear, and the number of teeth of the first gear is less than the number of teeth of the first transmission wheel.

[0011] According to some embodiments of this utility model, the first gear system includes three shafts, a first gear pair, a second gear pair, and a first shifting mechanism. The three shafts are disposed between the second shaft and the output shaft and connected to the first transmission wheel. The output shaft and the three shafts are connected by transmission through the first gear pair or the second gear pair. The first shifting mechanism is configured to switch between a first state, a second state, and a first neutral state. When the first shifting mechanism is in the first state, the three shafts and the output shaft are connected by transmission through the first gear pair. When the first shifting mechanism is in the second state, the three shafts and the output shaft are connected by transmission through the second gear pair. When the first shifting mechanism is in the first neutral state, the three shafts and the output shaft are disconnected.

[0012] According to some embodiments of the present invention, the first gear pair includes a first gear drive gear and a first gear driven gear meshing with each other, the second gear pair includes a second gear drive gear and a second gear driven gear meshing with each other, the first gear drive gear, the second gear drive gear and the first gear shifting mechanism are all mounted on the three shafts, and the first gear driven gear and the second gear driven gear are both mounted on the output shaft.

[0013] According to some embodiments of the present invention, the speed ratio of the first gear pair is greater than the speed ratio of the second gear pair.

[0014] According to some embodiments of the present invention, the gear system further includes: a second gear system; a four-shaft system, wherein a second idler wheel is provided on the four-shaft system, and the second idler wheel is connected to the second gear system via a second transmission wheel; and a six-shaft system, wherein a second gear is provided on the six-shaft system, the second gear meshing with the second idler wheel, and the six-shaft system is adapted to be connected to a second power device.

[0015] According to some embodiments of this utility model, the second gear system includes a five-axis shaft, a first gear, a second gear, and a second shifting mechanism. The first gear, the second gear, and the second shifting mechanism are all mounted on the five-axis shaft. The five-axis shaft is connected to the second transmission wheel. The first gear meshes with the first driven gear, and the second gear meshes with the second driven gear. The second shifting mechanism is configured to switch between a third state, a fourth state, and a second neutral state. When the second shifting mechanism is in the third state, the five-axis shaft and the output shaft are connected via the first gear and the first driven gear. When the second shifting mechanism is in the fourth state, the five-axis shaft and the output shaft are connected via the second gear and the second driven gear. When the second shifting mechanism is in the second neutral state, the five-axis shaft and the output shaft are disconnected.

[0016] According to some embodiments of this utility model, the transmission system further includes: a power take-off (PTO), the PTO including a power take-off gear, a power take-off shaft, a coupling mechanism, and a engagement gear, the power take-off gear being sleeved on the power take-off shaft, the power take-off gear meshing with the second idler gear, the coupling mechanism and the engagement gear both being disposed on the power take-off shaft; wherein, the coupling mechanism and the engagement gear are in a constant coupling state, the coupling mechanism and the power take-off gear switching between a coupling state and a decoupling state, when the coupling mechanism and the power take-off gear are in a coupling state, the coupling mechanism is connected to the engagement gear and the power take-off gear, and when the coupling mechanism and the power take-off gear are in a decoupling state, the coupling mechanism is disconnected from the power take-off gear.

[0017] According to some embodiments of the present invention, the first driven gear and the second driven gear are both sleeved on the output shaft; the power system further includes a planetary mechanism, which is connected to the first driven gear and the second driven gear respectively.

[0018] According to some embodiments of the present invention, the planetary mechanism includes: a planet carrier adapted to be connected to a differential; planet gears mounted on the planet carrier; a ring gear disposed outside the planet gears and meshing with them; and a sun gear mounted on the output shaft, meshing with the planet gears, and connected to the first driven gear and the second driven gear.

[0019] A powertrain according to a second aspect of the present invention includes: a transmission system, the transmission system being the same as the transmission system described in the first aspect of the present invention; a first power device connected to a shaft of the transmission system; a second power device connected to a sixth shaft of the transmission system; and a differential connected to the output shaft of the transmission system; wherein both the first power device and the second power device are electric motors.

[0020] According to some embodiments of the present invention, the first power device and the second power device are symmetrical about the output shaft, and the center of mass of the transmission system is arranged near the center of the output shaft.

[0021] The axle according to a third aspect of the present invention includes the powertrain according to the second aspect of the present invention described above.

[0022] The vehicle according to the fourth aspect of the present invention includes the axle according to the third aspect of the present invention described above.

[0023] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the transmission system according to an embodiment of the present utility model;

[0026] Figure 2 This is a diagram showing the first gear power transmission of the transmission system according to an embodiment of the present utility model;

[0027] Figure 3 This is a diagram showing the second gear power transmission of the transmission system according to an embodiment of the present utility model;

[0028] Figure 4 This is a power transmission diagram of the static power take-off mode of the transmission system according to an embodiment of the present utility model;

[0029] Figure 5 This is a power transmission diagram of the first gear driving power take-off mode of the transmission system according to an embodiment of the present utility model;

[0030] Figure 6 This is a power transmission diagram of the second-gear driving power take-off mode of the transmission system according to an embodiment of the present utility model.

[0031] Explanation of reference numerals in the attached figures:

[0032] 100. Transmission system;

[0033] 1. First power unit; 2. Gear system; 21. Second shaft; 22. First idler gear; 23. First gear system; 231. Third shaft; 232. First gear pair; 2321. First gear drive gear; 2322. First gear driven gear; 233. Second gear pair; 2331. Second gear drive gear; 2332. Second gear driven gear; 234. First shifting mechanism; 24. Output shaft; 25. Second gear system; 251. Fifth shaft; 252. First gear position gear; 253. Second gear; 254. Second shifting mechanism; 26. First transmission wheel; 27. First gear; 28. First shaft; 29. ​​Second transmission wheel; 3. Second power unit; 4. Differential; 5. Power take-off; 51. Power take-off gear; 52. Power take-off shaft; 53. Coupling mechanism; 54. Engaging gear; 6. Fourth shaft; 61. Second idler gear; 7. Planetary mechanism; 71. Planet carrier; 72. Planet gears; 73. Ring gear; 74. Sun gear; 8. Sixth shaft; 9. Second gear. Detailed Implementation

[0034] The embodiments of this utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figures 1-6 A transmission system 100 according to a first aspect embodiment of the present invention is described.

[0035] like Figure 1 As shown, the transmission system 100 according to the first aspect embodiment of the present invention includes a gear shaft system 2, which includes a primary shaft 28, a secondary shaft 21, a first idler gear 22, a first gear train 23, and an output shaft 24. Specifically, the first idler gear 22 is disposed on the secondary shaft 21, the primary shaft 28 is adapted to be connected to the first power device 1, the first idler gear 22 is drivenly connected to the primary shaft 28 and the first gear train 23 respectively, and the output shaft 24 is drivenly connected to the first gear train 23.

[0036] For example, in Figure 1 In the example, shaft 28, shaft 21, and output shaft 24 are parallel to each other. Shaft 28 is connected to the first power unit 1, shaft 21 is located between shaft 28 and output shaft 24, and first idler gear 22 is provided on shaft 21. That is, shaft 21 and first idler gear 22 are provided between the first power unit 1 and the first gear system 23, which increases the support points of the first power unit 1, thereby improving the suspension stiffness of the first power unit 1.

[0037] Specifically, when the first power unit 1 is in working condition, the first power unit 1 is connected to the first idler wheel 22 and transmits power to the first idler wheel 22 on the second shaft 21. The first idler wheel 22 transmits the power of the first power unit 1 to the first gear system 23. When the second power unit 3 is in working condition, the output shaft of the second power unit 3 rotates and transmits power to the second gear system 25.

[0038] According to the embodiment of the present utility model, the transmission system 100 improves the suspension stiffness of the first power device 1 by setting two shafts 21 and a first idler wheel 22 between the first power device 1 and the first gear system 23, thereby avoiding the problem of poor suspension stiffness of the first power device 1, ensuring the stability of power transmission, and reducing the vibration and noise of the transmission system 100, thus improving the working reliability and NVH performance of the transmission system 100.

[0039] According to some embodiments of this utility model, such as Figure 1 As shown, the gear system 2 includes a first transmission wheel 26, which meshes with a first idler wheel 22, and is connected to a first gear system 23.

[0040] With this configuration, when the first power unit 1 is in operation, the power output by the first power unit 1 is transmitted to the first transmission wheel 26 via the first idler wheel 22. The first transmission wheel 26 then transmits the power from the first power unit 1 to the output shaft 24 via the first gear train 23. Thus, the power output by the first power unit 1 can be transmitted to the output shaft 24 via the first transmission wheel 26, improving the integration of the transmission system 100. Furthermore, the connection between the first transmission wheel 26 and the first gear train 23 results in a more compact structure.

[0041] Furthermore, such as Figure 1 As shown, a first gear 27 is provided on a shaft 28. The first gear 27 meshes with a first idler gear 22. The number of teeth of the first gear 27 is less than the number of teeth of the first transmission wheel 26.

[0042] In specific implementation, the power of the first power unit 1 is transmitted to the first transmission wheel 26 in sequence through the first gear 27 and the first idler wheel 22. Since the first gear 27 located on the shaft 28 has a high rotational speed, it cannot be directly applied to the vehicle. By making the number of teeth of the first gear 27 less than the number of teeth of the first transmission wheel 26, the first stage of deceleration can be achieved.

[0043] According to some specific embodiments of this utility model, such as Figure 1As shown, the first gear system 23 includes a three-shaft 231, a first gear pair 232, a second gear pair 233, and a first shifting mechanism 234. The three-shaft 231 is located between the second shaft 21 and the output shaft 24 and is connected to the first transmission wheel 26. The output shaft 24 and the three-shaft 231 are connected by transmission through the first gear pair 232 or the second gear pair 233.

[0044] The first shift mechanism 234 is configured to switch between a first state, a second state, and a first neutral state. When the first shift mechanism 234 is in the first state, the three shafts 231 and the output shaft 24 are connected by a first gear pair 232. When the first shift mechanism 234 is in the second state, the three shafts 231 and the output shaft 24 are connected by a second gear pair 233. When the first shift mechanism 234 is in the first neutral state, the three shafts 231 and the output shaft 24 are disconnected.

[0045] For example, in Figure 1 In the example, shaft 28, shaft 21, shaft 231, and output shaft 24 are arranged in parallel. When the first power unit 1 is in working condition, the power of the first power unit 1 is transmitted to the third shaft 231 through the first gear 27 and the first transmission wheel 26 on the first shaft 28. At this time, the power gear can be adjusted by the first shifting mechanism 234. That is, when the first shifting mechanism 234 is in the first state, the power of the third shaft 231 is transmitted to the output shaft 24 through the first gear pair 232; when the first shifting mechanism 234 is in the second state, the power of the third shaft 231 is transmitted to the output shaft 24 through the second gear pair 233. Thus, the first power unit 1 can achieve efficient operation under some working conditions and achieve high torque output under working conditions with high wheel end torque requirements, thereby improving the driving performance of the transmission system 100.

[0046] Furthermore, such as Figure 3 As shown, the first gear pair 232 includes a first gear drive gear 2321 and a first gear driven gear 2322 meshing with each other, and the second gear pair 233 includes a second gear drive gear 2331 and a second gear driven gear 2332 meshing with each other. The first gear drive gear 2321, the second gear drive gear 2331 and the first shifting mechanism 234 are all mounted on the three shafts 231, and the first gear driven gear 2322 and the second gear driven gear 2332 are all mounted on the output shaft 24.

[0047] Optionally, the first gear drive gear 2321 and the second gear drive gear 2331 can be mounted on the three shafts 231, and the first shifting mechanism 234 is located on the three shafts 231.

[0048] In specific implementation, when the first shifting mechanism 234 is in the first state, the first gear drive gear 2321 drives the first gear driven gear 2322 to rotate, realizing the power output of the first gear; when the first shifting mechanism 234 is in the second state, the second gear drive gear 2331 drives the second gear driven gear 2332 to rotate, realizing the power output of the second gear. Thus, the first power unit 1 can achieve efficient operation under some working conditions and can also achieve large torque output under working conditions with large torque demand at the wheel ends, thereby improving the driving performance of the transmission system 100.

[0049] Specifically, the speed ratio of the first gear pair 232 is greater than the speed ratio of the second gear pair 233. With this configuration, when the first shifting mechanism 234 is in the first state, the transmission system 100 can achieve high torque output, and when the first shifting mechanism 234 is in the second state, the transmission system 100 can achieve efficient operation. As a result, the application range of the transmission system 100 is more comprehensive.

[0050] According to some embodiments of the present invention, the gear system 2 further includes: a second gear system 25, a four-axis 6, and a six-axis 8.

[0051] Specifically, refer to Figure 1 The four-shaft 6 is equipped with a second idler gear 61, which is connected to the second gear system 25 via a second transmission gear 29. The six-shaft 8 is equipped with a second gear 9, which meshes with the second idler gear 61, and the six-shaft 8 is adapted to be connected to the second power unit 3.

[0052] For example, in Figure 1 In the example, the four-axis 6 and the six-axis 8 are parallel to each other. The six-axis 8 is connected to the second power unit 3, and the four-axis 6 is located between the six-axis 8 and the output shaft 24. The second idler wheel 61 is located on the four-axis 6. That is, the second idler wheel 61 and the four-axis 6 are set between the second power unit 3 and the second gear system 25, which increases the support point of the second power unit 3, thereby improving the suspension stiffness of the second power unit 3.

[0053] Specifically, when the second power unit 3 is in operation, it connects to the six-shaft 8 and transmits power to the second gear 9 on the six-shaft 8. The second gear 9 meshes with the second idler gear 61 and transmits power to the second gear train 25 via the second transmission wheel 29. This configuration avoids the problem of poor suspension stiffness in the second power unit 3, ensures the stability of power transmission, reduces vibration and noise in the transmission system 100, and improves the operational reliability and NVH performance of the transmission system 100.

[0054] According to some specific embodiments of this utility model, such as Figure 1As shown, the second gear system 25 includes a five-shaft 251, a first gear 252, a second gear 253, and a second shifting mechanism 254. The first gear 252, the second gear 253, and the second shifting mechanism 254 are all mounted on the five-shaft 251. The five-shaft 251 is connected to the first transmission wheel 26. The first gear 252 meshes with the first driven gear 2322, and the second gear 253 meshes with the second driven gear 2332.

[0055] The second shift mechanism 254 is configured to switch between a third state, a fourth state, and a second neutral state. When the second shift mechanism 254 is in the third state, the five-axis 251 and the output shaft 24 are connected by transmission through the first gear 252 and the first driven gear 2322. When the second shift mechanism 254 is in the fourth state, the five-axis 251 and the output shaft 24 are connected by transmission through the second gear 253 and the second driven gear 2332. When the second shift mechanism 254 is in the second neutral state, the five-axis 251 and the output shaft 24 are disconnected.

[0056] For example, in Figure 1 In the example, the fifth shaft 251 is arranged parallel to the output shaft 24. When the second power unit 3 is in working condition, the power of the second power unit 3 is transmitted to the fifth shaft 251 through the first transmission wheel 26. At this time, the power gear can be adjusted by the second shift mechanism 254. That is, when the second shift mechanism 254 is in the third state, the power of the fifth shaft 251 is transmitted to the first driven gear 2322 through the first gear 252, and then to the output shaft 24 through the first driven gear 2322. When the second shift mechanism 254 is in the fourth state, the power of the fifth shaft 251 is transmitted to the second driven gear 2332 through the second gear 253, and then to the output shaft 24 through the second driven gear 2332.

[0057] With this configuration, when shifting gears, such as from first to second gear, the user can first switch the first shift mechanism 234 from the first state to the second state. The second gear drive gear 2331 drives the second gear driven gear 2332 to rotate. At this time, the second shift mechanism 254 is still in the third state, continuously outputting power. After the first shift mechanism 234 enters the second state, the second shift mechanism 254 is then switched from the third state to the fourth state. The second gear gear 253 and the second gear driven gear 2332 are then connected, completing the shift from first to second gear. This configuration, with the first shift mechanism 234 and the second shift mechanism 254 working together during the shift from first to second gear, avoids power interruption and jerking during the shift, ensuring continuous power output and improving user comfort during gear shifting. Similarly, when shifting from first gear to second gear, the user can first switch the second shift mechanism 254 from the third state to the fourth state, and then switch the first shift mechanism 234 from the first state to the second state. The principle of this upshifting process is the same as that of the upshifting process described above.

[0058] When shifting from second gear to first gear, the user can first switch the first shift mechanism 234 from the second state to the first state. The first gear drive gear 2321 drives the first gear driven gear 2322 to rotate. At this time, the second shift mechanism 254 is still in the fourth state, continuously outputting power. After the first shift mechanism 234 enters the first state, the second shift mechanism 254 is then switched from the fourth state to the third state. The power of the five-shaft 251 is transmitted to the first gear driven gear 2322 via the first gear gear 252, and then to the output shaft 24 via the first gear driven gear 2322, planetary mechanism 7, and differential 4, completing the shift from second gear to first gear. Similarly, when shifting from second gear to first gear, the user can also first switch the second shift mechanism 254 from the fourth state to the third state, and then switch the first shift mechanism 234 from the second state to the first state. The principle of this downshifting process is the same as the principle of the downshifting process described above.

[0059] With this configuration, during the shift from second gear to first gear, the first shift mechanism 234 and the second shift mechanism 254 work together to avoid power interruption and jerking during the shift, ensuring continuous power output and improving shifting comfort.

[0060] According to some specific embodiments of the present invention, the transmission system 100 further includes a power take-off (PTO) 5. The PTO 5 includes a power take-off gear 51, a power take-off shaft 52, a coupling mechanism 53, and a engagement tooth 54. The power take-off gear 51 is sleeved on the power take-off shaft 52 and meshes with the second idler gear 61. The coupling mechanism 53 and the engagement tooth 54 are both located on the power take-off shaft 52.

[0061] In this configuration, the coupling mechanism 53 and the engagement tooth 54 are in a constant coupling state. The coupling mechanism 53 and the power take-off gear 51 switch between a coupling state and a decoupling state. When the coupling mechanism 53 and the power take-off gear 51 are in a coupling state, the coupling mechanism 53 is connected to the engagement tooth 54 and the power take-off gear 51. When the coupling mechanism 53 and the power take-off gear 51 are in a decoupling state, the coupling mechanism 53 is disconnected from the power take-off gear 51.

[0062] In this configuration, the coupling mechanism 53 and the engagement tooth 54 are in a normally coupled state. The coupling mechanism 53 and the power take-off gear 51 switch between a coupled state and a decoupled state. When the coupling mechanism 53 and the power take-off gear 51 are in a coupled state, the coupling mechanism 53 is connected to both the engagement tooth 54 and the power take-off gear 51. When the coupling mechanism 53 and the power take-off gear 51 are in a decoupled state, the coupling mechanism 53 is disconnected from the power take-off gear 51. The coupling mechanism 53 controls the power output of the power take-off unit 5 to achieve the power take-off function.

[0063] like Figure 4 As shown, when the transmission system 100 is in the static power take-off mode, the first shift mechanism 234 is in the first neutral state, and the second shift mechanism 254 is in the second neutral state. At this time, the coupling mechanism 53 and the power take-off gear 51 are in a coupled state. The power of the second power device 3 can be transmitted to the power take-off shaft 52 through the second idler wheel 61, the power take-off gear 51, the coupling mechanism 53 and the engagement gear 54, thereby realizing the power output of the power take-off device 5.

[0064] like Figure 5 As shown, when the transmission system 100 is in first gear driving power take-off mode, the first shift mechanism 234 is in the first state, and the second shift mechanism 254 is in the second neutral state or the third state. At this time, the coupling mechanism 53 and the power take-off gear 51 are coupled, and the power of the second power unit 3 can be transmitted to the power take-off shaft 52 through the second idler gear 61, the power take-off gear 51, the coupling mechanism 53, and the engagement gear 54, thereby realizing the power output of the power take-off unit 5. Figure 6 As shown, when the transmission system 100 is in the second gear driving power take-off mode, the first shift mechanism 234 is in the second state, and the second shift mechanism 254 is in the second neutral state or the fourth state. At this time, the coupling mechanism 53 and the power take-off gear 51 are in a coupled state, and the power of the second power unit 3 can be transmitted to the power take-off shaft 52 through the second idler wheel 61, the power take-off gear 51, the coupling mechanism 53 and the engagement gear 54, thereby realizing the power output of the power take-off unit 5.

[0065] It should be noted that in the first gear driving power take-off mode or the second gear driving power take-off mode, when the power take-off 5 needs high power output or speed adjustment, the second shift mechanism 254 can be adjusted to the second neutral state, and the second power unit 3 independently provides mechanical energy to the power take-off 5, thereby realizing the high power output or continuously variable output of the power take-off 5.

[0066] When the transmission system 100 is in reverse driving power take-off mode, the first shift mechanism 234 is in the first state, and the first power unit 1 is reversed (i.e., opposite to the vehicle's forward direction), while the second shift mechanism 254 is in the second neutral state. At this time, the coupling mechanism 53 and the power take-off gear 51 are coupled, and the second power unit 3 always rotates forward (i.e., in the same direction as the vehicle's forward direction). The power of the second power unit 3 can be transmitted to the power take-off shaft 52 through the second idler wheel 61, the power take-off gear 51, the coupling mechanism 53, and the engagement gear 54, thereby realizing the power output of the power take-off unit 5 in reverse gear mode.

[0067] When the vehicle switches between forward, reverse, and stationary states, the switching is achieved through the first shift mechanism 234, while the second shift mechanism 254 is in the second neutral position. At this time, the coupling mechanism 53 and the power take-off gear 51 are coupled, and the power from the second power unit 3 can be transmitted to the power take-off shaft 52 via the second idler wheel 61, the power take-off gear 51, the coupling mechanism 53, and the engagement gear 54. During this process, the second power unit 3 always rotates forward, thus ensuring uninterrupted power output from the power take-off unit 5 during the vehicle's forward, reverse, and stationary states.

[0068] Therefore, by engaging the power take-off gear 51 with the second idler gear 61, the first power unit 1, the second power unit 3, the first shift mechanism 234 and the second shift mechanism 254 work together to achieve multiple power take-off modes, thereby solving the problem that electric drive vehicles cannot take off power when reversing. Moreover, during the switching between forward, reverse and stationary states, the power take-off unit 5 can continuously output power to ensure uninterrupted power, thereby achieving high-power, high-torque power take-off and stepless speed regulation power take-off.

[0069] According to some embodiments of this utility model, such as Figure 2 As shown, both the first driven gear 2322 and the second driven gear 2332 are mounted on the output shaft 24. The transmission system 100 also includes a planetary mechanism 7, which is connected to both the first driven gear 2322 and the second driven gear 2332. This arrangement allows power to be transmitted to the planetary mechanism 7 when either the first driven gear 2322 or the second driven gear 2332 rotates, enabling further speed reduction. Thus, the planetary mechanism 7 enables the transmission system 100 to achieve a high speed ratio reduction transmission, improving the structural compactness of the transmission system 100.

[0070] According to some specific embodiments of this utility model, such as Figure 2 As shown, the planetary mechanism 7 includes a planet carrier 71, planet gears 72, a ring gear 73, and a sun gear 74. Specifically, as... Figure 2As shown, the planet carrier 71 is adapted to be connected to the differential 4, the planet gear 72 is sleeved on the planet carrier 71, the ring gear 73 is located outside the planet gear 72 and meshes with the planet gear 72, the sun gear 74 is sleeved on the output shaft 24, the sun gear 74 meshes with the planet gear 72, and the sun gear 74 is connected to the first gear driven gear 2322 and the second gear driven gear 2332.

[0071] With this configuration, the rotation of the first gear driven gear 2322 or the second gear driven gear 2332 drives the sun gear 74 to rotate at a constant angular velocity. The planet gear 72 meshes with the ring gear 73 and the sun gear 74, which can achieve further deceleration. The planet carrier 71 transmits power to the differential 4, and the power on the differential 4 is transmitted to the output shaft 24. The output shaft 24 outputs power to the wheel ends.

[0072] It should be noted that the sun gear 74 can be connected to the first driven gear 2322 and the second driven gear 2332 via splines, but is not limited to this.

[0073] In practical implementation, a planetary mechanism (not shown in the figure) can be added at the output shaft 24 as needed to achieve a larger speed ratio.

[0074] When the transmission system 100 is in power mode, there are three possible scenarios: When the first power unit 1 and the second power unit 3 are driven simultaneously, both the first shift mechanism 234 and the second shift mechanism 254 are in their corresponding gear positions; when the first power unit 1 is driven alone, the second shift mechanism 254 is in the second neutral position, and the first shift mechanism 234 is in either the first or second state; when the second power unit 3 is driven alone, the first shift mechanism 234 is in the first neutral position, and the second shift mechanism 254 is in either the third or fourth state. The first shift mechanism 234 and the second shift mechanism 254 operate independently and can control whether the first power unit 1 or the second power unit 3 participates based on power requirements. When a single power unit is working, the other power unit can cut off the power transmission path through its corresponding shift mechanism, avoiding mechanical losses and back electromotive force caused by the power unit idling, thus ensuring the high efficiency of the transmission system 100.

[0075] When the transmission system 100 is in kinetic energy recovery mode, under conditions suitable for high-intensity kinetic energy recovery, such as heavy loads and steep downhill slopes, both the first power unit 1 and the second power unit 3 participate in kinetic energy recovery, and the first shift mechanism 234 and the second shift mechanism 254 are in their corresponding gears. Under normal kinetic energy recovery conditions, the first power unit 1 participates in kinetic energy recovery, the first shift mechanism 234 is in either the first or second state, and the second shift mechanism 254 is in the second neutral state. Similarly, under normal kinetic energy recovery conditions, the second power unit 3 can also participate in kinetic energy recovery, the second shift mechanism 254 is in either the third or fourth state, and the first shift mechanism 234 is in the first neutral state. Thus, the first shift mechanism 234 and the second shift mechanism 254 operate independently, and the number of power units participating in kinetic energy recovery can be controlled according to different operating conditions, ensuring the high efficiency of kinetic energy recovery in the transmission system 100 under different operating conditions.

[0076] Furthermore, the first shift mechanism 234 and the second shift mechanism 254 are independently set, which makes the power output and kinetic energy recovery of the transmission system 100 diverse, taking into account both the economy of power output and high torque; and, when one of the first power unit 1 or the second power unit 3 fails, the other can still drive the vehicle, and when a single power unit is working, the other power unit does not have the problem of mechanical loss and back electromotive force.

[0077] The transmission system 100 of this utility model has the following specific working mode:

[0078] like Figure 2 As shown, the power transmission path of the transmission system 100 in first gear mode is as follows: The power of the first power unit 1 is transmitted sequentially to the first transmission wheel 26 through the first gear 27 and the first idler gear 22, completing the first stage of reduction. The first transmission wheel 26 transmits the power of the first power unit 1 to the three shafts 231. At this time, the first shifting mechanism 234 is in the first state. The first gear drive gear 2321 drives the first gear driven gear 2322 to rotate, completing the second stage of reduction. The first gear driven gear 2322 drives the sun gear 74 to rotate at a constant angular velocity. The planet gear 72 meshes with the ring gear 73 and the sun gear 74 to achieve the third stage of reduction. The planet carrier 71 transmits the power to the differential 4 for differential speed and power output. Similarly, when the transmission system 100 is in first gear mode, the power transmission path of the second power unit 3 is the same as that of the first power unit 1, and will not be described further here.

[0079] like Figure 3As shown, the power transmission path of the transmission system 100 in second gear mode is as follows: The power of the first power unit 1 is transmitted sequentially to the first transmission wheel 26 through the first gear 27 and the first idler gear 22, completing the first stage of reduction. The first transmission wheel 26 transmits the power of the first power unit 1 to the three shafts 231. At this time, the first shifting mechanism 234 is in the second state. The second gear driving gear 2331 drives the second gear driven gear 2332 to rotate, completing the second stage of reduction. The second gear driven gear 2332 drives the sun gear 74 to rotate at a constant angular velocity. The planet gear 72 meshes with the ring gear 73 and the sun gear 74 to achieve the third stage of reduction. The planet carrier 71 transmits the power to the differential 4 for differential speed and power output. Similarly, when the transmission system 100 is in second gear mode, the power transmission path of the second power unit 3 is the same as that of the first power unit 1, and will not be described further here.

[0080] When the transmission system 100 is in neutral mode, the first shift mechanism 234 is in the middle position (i.e., the first shift mechanism 234 is neither in the first state nor in the second state), and the second shift mechanism 254 is also in the middle position (i.e., the second shift mechanism 254 is neither in the third state nor in the fourth state). The power transmission path is interrupted at the three shafts 231, thus realizing the neutral function.

[0081] The powertrain according to the second aspect of the present invention includes: a transmission system 100, a first power unit 1, a second power unit 3, and a differential 4.

[0082] Specifically, the transmission system 100 is the transmission system 100 according to the first aspect embodiment of the present invention described above. A first power unit 1 is connected to a shaft 28 of the transmission system 100. A second power unit 3 is connected to a sixth shaft 8 of the transmission system 100. A differential 4 is connected to the output shaft 24 of the transmission system 100. Both the first power unit 1 and the second power unit 3 are electric motors.

[0083] According to the powertrain of this utility model embodiment, by adopting the above-mentioned transmission system 100, the suspension stiffness of the first power unit 1 and the second power unit 3 is improved, the stability of power transmission is ensured, and the vibration and noise of the powertrain can be reduced, thereby improving the working reliability of the powertrain.

[0084] According to some embodiments of the present invention, the first power unit 1 and the second power unit 3 are symmetrical about the output shaft 24, and the center of mass of the power assembly is arranged near the axis of the output shaft 24 to enhance the impact load resistance of the transmission system 100.

[0085] It should be noted that those skilled in the art can determine the size and distance relationship between the first power unit 1 and the second power unit 3 according to actual needs, and the embodiments of this application do not make specific limitations here.

[0086] The axle (not shown) according to the third aspect of the present invention includes the powertrain according to the second aspect embodiment of the present invention described above.

[0087] The axle according to the present invention, by adopting the above-mentioned powertrain, ensures the stability of power transmission, reduces axle vibration and noise, and improves the working reliability of the axle.

[0088] The vehicle (not shown) according to the fourth aspect embodiment of the present invention includes the axle according to the third aspect embodiment of the present invention described above.

[0089] According to the vehicle embodiment of this utility model, by adopting the above-mentioned axle, the vehicle's power output and kinetic energy recovery are diverse, and multiple power take-off modes can be realized. The power output of the whole vehicle takes into account both economy and high torque. There is no interruption of power during gear shifting, avoiding the problems of power interruption and jerking during gear shifting. Moreover, the comfort of the whole vehicle during driving is higher.

[0090] Other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0091] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," "forward," and "reverse," etc., indicating orientation, position, or directional relationship, are based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0092] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0093] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0094] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A transmission system, characterized in that, include: A gear system, comprising a primary shaft, a secondary shaft, a first idler gear, a first gear train, and an output shaft; The first idler wheel is mounted on the two shafts, the first shaft is adapted to be connected to the first power device, the first idler wheel is connected to the first shaft and the first gear train respectively, and the output shaft is connected to the first gear train.

2. The transmission system according to claim 1, characterized in that, The gear system includes: The first transmission wheel meshes with the first idler wheel and is connected to the first gear system.

3. The transmission system according to claim 2, characterized in that, A first gear is provided on the shaft, and the first gear meshes with the first idler gear. The number of teeth of the first gear is less than the number of teeth of the first transmission wheel.

4. The transmission system according to claim 2, characterized in that, The first gear system includes three shafts, a first gear pair, a second gear pair, and a first shifting mechanism. The three shafts are located between the second shaft and the output shaft and are connected to the first transmission wheel. The output shaft and the three shafts are connected by transmission through the first gear pair or the second gear pair. The first shifting mechanism is configured to switch between a first state, a second state, and a first neutral state. When the first shifting mechanism is in the first state, the three shafts and the output shaft are connected by a first gear pair. When the first shifting mechanism is in the second state, the three shafts and the output shaft are connected by a second gear pair. When the first shifting mechanism is in the first neutral state, the three shafts and the output shaft are disconnected.

5. The transmission system according to claim 4, characterized in that, The first gear pair includes a first gear drive gear and a first gear driven gear that mesh with each other. The second gear pair includes a second gear drive gear and a second gear driven gear that mesh with each other. The first gear drive gear, the second gear drive gear and the first gear shifting mechanism are all mounted on the three shafts. The first gear driven gear and the second gear driven gear are both mounted on the output shaft.

6. The transmission system according to claim 5, characterized in that, The speed ratio of the first gear pair is greater than the speed ratio of the second gear pair.

7. The transmission system according to claim 6, characterized in that, The gear system also includes: Second gear system; The four shafts are equipped with a second idler wheel, which is connected to the second gear system via a second transmission wheel. The six shafts are equipped with a second gear, which meshes with a second idler gear, and the six shafts are adapted to be connected to a second power device.

8. The transmission system according to claim 7, characterized in that, The second gear system includes a five-axis shaft, a first gear, a second gear, and a second shifting mechanism. The first gear, the second gear, and the second shifting mechanism are all mounted on the five-axis shaft. The five-axis shaft is connected to the second transmission wheel. The first gear meshes with the first driven gear, and the second gear meshes with the second driven gear. The second shifting mechanism is configured to switch between a third state, a fourth state, and a second neutral state. When the second shifting mechanism is in the third state, the five-axis shaft and the output shaft are connected by a first gear and a first driven gear. When the second shifting mechanism is in the fourth state, the five-axis shaft and the output shaft are connected by a second gear and a second driven gear. When the second shifting mechanism is in the second neutral state, the five-axis shaft and the output shaft are disconnected.

9. The transmission system according to claim 8, characterized in that, Also includes: A power take-off (PTO) device, comprising a power take-off gear, a power take-off shaft, a coupling mechanism, and engagement teeth, wherein the power take-off gear is sleeved on the power take-off shaft and meshes with a second idler gear, and the coupling mechanism and engagement teeth are both disposed on the power take-off shaft; The coupling mechanism is in a constant coupling state with the engagement tooth, and the coupling mechanism switches between a coupling state and a decoupling state with the power take-off gear. When the coupling mechanism is in a coupling state with the power take-off gear, the coupling mechanism is connected to the engagement tooth and the power take-off gear. When the coupling mechanism is in a decoupling state with the power take-off gear, the coupling mechanism is disconnected from the power take-off gear.

10. The transmission system according to claim 5, characterized in that, Both the first driven gear and the second driven gear are mounted on the output shaft; The transmission system also includes: A planetary mechanism, which is connected to the first driven gear and the second driven gear respectively.

11. The transmission system according to claim 10, characterized in that, The planetary mechanism includes: A planetary carrier adapted to be connected to a differential; Planetary gears, which are mounted on the planet carrier; A gear ring, which is disposed outside the planetary gear and meshes with the planetary gear; The sun gear is mounted on the output shaft and meshes with the planet gears. The sun gear is also connected to the first driven gear and the second driven gear.

12. A powertrain, characterized in that, include: A transmission system, wherein the transmission system is the transmission system according to any one of claims 1-11; A first power unit, wherein the first power unit is connected to a shaft of the transmission system; The second power unit is connected to the six shafts of the transmission system; A differential, which is connected to the output shaft of the transmission system; Both the first power unit and the second power unit are electric motors.

13. The powertrain according to claim 12, characterized in that, The first power unit and the second power unit are symmetrical about the output shaft, and the center of mass of the transmission system is located near the center of the output shaft.

14. An axle, characterized in that, Includes the powertrain according to any one of claims 12-13.

15. A vehicle, characterized in that, Includes the transmission system according to claim 14.

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