Multi-gear speed change device for vehicle, power assembly and vehicle

Abstract

The utility model discloses a multi-gear speed change device for a vehicle, a power assembly and the vehicle, and relates to the field of vehicles. The multi-gear speed change device comprises a power input shaft, a first gear train, a second gear train and a first power output shaft, and the power input shaft is provided with a first transmission part and a second transmission part; the first gear train is provided with a first sun gear, a first planet carrier and a first gear ring, the first sun gear is selectively connected with the first transmission part, and the first planet carrier is selectively connected with the second transmission part; the second gear train is provided with a second sun gear, a second planet carrier and a second gear ring, the second sun gear is selectively connected with the first planet carrier and the shell, and the second planet carrier is connected with the first gear ring and selectively connected with the shell; and the first power output shaft is connected with the second gear ring. According to the multi-gear speed change device, switching of multiple gears can be achieved, meanwhile, the number of control elements in the sliding friction state is reduced, the energy efficiency of the multi-gear speed change device is improved, and the service life of the multi-gear speed change device is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and in particular to a multi-gear transmission device, a power assembly and a vehicle. BACKGROUND

[0002] In the related art, a multi-gear transmission device generally uses multiple control elements (such as clutches, brakes, etc.) to realize the switching of different gears. Taking a 4AT transmission as an example, in order to realize four forward gears, at least five control elements need to be configured. During gear shifting, the system controls two control elements in combination through a specific logic, while the remaining three control elements are in a slipping state. Due to the relative sliding between the control elements in the slipping process, a large amount of frictional heat energy is generated, which reduces the overall efficiency of the transmission, and accelerates the wear of the control elements, shortening the service life of the transmission.

[0003] SUMMARY

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a multi-gear transmission device for a vehicle. According to the multi-gear transmission device of the present application, the number of control elements in a slipping state can be reduced while realizing the switching of multiple gears, thereby improving the energy efficiency and service life of the multi-gear transmission device.

[0005] The present application also provides a power assembly having the above multi-gear transmission device.

[0006] The present application also provides a vehicle having the above multi-gear transmission device.

[0007] The multi-gear transmission device according to the present application is used in a vehicle, and the multi-gear transmission device comprises: a power input shaft, the power input shaft being provided with a first transmission part and a second transmission part; a first gear train, the first gear train being provided with a first sun gear, a first planet carrier and a first ring gear, the first sun gear being selectively engaged with the first transmission part, the first planet carrier being selectively engaged with the second transmission part; a second gear train, the second gear train being provided with a second sun gear, a second planet carrier and a second ring gear, the second sun gear being selectively engaged with the first planet carrier and a housing, the second planet carrier being connected with the first ring gear and selectively engaged with the housing; and a first power output shaft, the first power output shaft being connected with the second ring gear.

[0008] According to the multi-gear transmission device of the present application, by optimizing the connection mode of each component in the first gear train and the second gear train and the layout of the control elements, the number of control elements in a slipping state can be reduced while realizing the switching of multiple gears, the slipping loss is reduced, and the transmission efficiency is improved.

[0009] According to some embodiments of the present application, the multi-gear transmission device further comprises: a first engagement device provided with a first inner engagement member and a first outer engagement member selectively contactable with each other, the first inner engagement member being connected with the second transmission part, and the first outer engagement member being connected with the first planetary carrier; a second engagement device provided with a second inner engagement member and a second outer engagement member selectively contactable with each other, the second inner engagement member being connected with the first planetary carrier, and the second outer engagement member being connected with the second sun gear; and a third engagement device provided with a third inner engagement member and a third outer engagement member selectively contactable with each other, the third inner engagement member being connected with the first transmission part, and the third outer engagement member being connected with the first sun gear.

[0010] According to some embodiments of the present application, the first engagement device and the second engagement device are arranged in an axial direction of the power input shaft.

[0011] According to some embodiments of the present application, the multi-gear transmission device further comprises: a first brake part provided with a first inner brake engagement member and a first outer brake engagement member selectively contactable with each other, the first inner brake engagement member being connected with the second sun gear, and the first outer brake engagement member being connected with the housing.

[0012] According to some embodiments of the present application, the first sun gear is provided with a first connecting hub, a second outer engagement member being arranged on a radially inner side of the first connecting hub, and the first inner brake engagement member being arranged on a radially outer side of the first connecting hub.

[0013] According to some embodiments of the present application, the first planetary carrier is provided with a plurality of first planetary gears meshing with each other, at least one of the first planetary gears being meshed with the first sun gear, and at least another one of the first planetary gears being meshed with the first ring gear.

[0014] According to some embodiments of the present application, the first planetary carrier comprises: a planetary carrier body, a plurality of first planetary gears meshing with each other being rotatably arranged on the planetary carrier body respectively; and a second connecting hub connected with the planetary carrier body and extending to a radially inner side of the first connecting hub, the second connecting hub being provided with the first outer engagement member on a radially inner side thereof and being provided with a second inner engagement member on a radially outer side thereof.

[0015] According to some embodiments of the present application, the third engagement device is configured as a dog clutch or a jaw clutch.

[0016] The power assembly according to the present application is briefly described below.

[0017] The power assembly according to the present application comprises the multi-gear transmission device according to any one of the above embodiments. Since the power assembly according to the present application comprises the multi-gear transmission device according to any one of the above embodiments, the power assembly according to the present application can reduce the number of control elements in the sliding friction state while achieving multiple gear shifting, and improve the energy efficiency of the power assembly.

[0018] The vehicle according to the present application is described briefly below.

[0019] The vehicle according to the present application comprises the multi-gear transmission device according to any one of the above embodiments. Since the vehicle according to the present application comprises the multi-gear transmission device according to any one of the above embodiments, the vehicle according to the present application can reduce the sliding friction loss, improve the energy efficiency, and prolong the service life of the multi-gear transmission device while achieving efficient multi-gear shifting.

[0020] Additional aspects and advantages of the present application will be made apparent by the following description and the appended claims. BRIEF DESCRIPTION OF DRAWINGS

[0021] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the appended claims, taken in conjunction with the accompanying drawings.

[0022] Figure 1 is a schematic diagram of a multi-gear transmission device according to an embodiment of the present application;

[0023] Figure 2 is a schematic diagram of a multi-gear transmission device according to another embodiment of the present application;

[0024] Figure 3 is a schematic diagram of a power assembly according to an embodiment of the present application;

[0025] Figure 4 is a schematic diagram of a power assembly according to another embodiment of the present application;

[0026] Figure 5 is a schematic diagram of a power assembly according to yet another embodiment of the present application;

[0027] Figure 6 is a schematic diagram of a power assembly according to another embodiment of the present application;

[0028] Figure 7 is a schematic diagram of a power assembly according to yet another embodiment of the present application;

[0029] Figure 8 is a schematic diagram of a power assembly according to another embodiment of the present application;

[0030] Figure 9is an architecture diagram of a power assembly according to yet another embodiment of the present application;

[0031] Figure 10 is an architecture diagram of a power assembly according to another embodiment of the present application;

[0032] Figure 11 is a partial schematic view of a multi-speed transmission device according to an embodiment of the present application;

[0033] Figure 12 is an architecture diagram of a multi-speed transmission device according to yet another embodiment of the present application.

[0034] Reference Signs:

[0035] 1, power assembly;

[0036] 111, first motor, 112, engine;

[0037] 12, first transmission assembly, 121, third sun gear, 122, third carrier, 123, third ring gear;

[0038] 13, multi-speed transmission device;

[0039] 131, power input shaft, 1311, first transmission part, 1312, second transmission part;

[0040] 132, first train, 1321, first sun gear, 1322, first carrier, 1323, first planet gear, 1324, first ring gear;

[0041] 133, second train, 1331, second sun gear, 1332, second carrier, 1333, second ring gear;

[0042] 134, first power output shaft, 135, first engagement device, 1351, first inner engagement member, 1352, first outer engagement member, 136, second engagement device, 1361, second inner engagement member, 1362, second outer engagement member, 137, third engagement device, 138, first brake part, 1381, first inner brake engagement member, 1382, first outer brake engagement member, 139, second brake part;

[0043] 14, second transmission assembly, 141, fourth sun gear, 142, fourth carrier, 143, fourth ring gear;

[0044] 15, second power output shaft;

[0045] 161, first clutch, 162, second clutch, 163, third clutch;

[0046] 17, housing, 18, second motor, 19, multiple gear;

[0047] 20. A transfer device, 201, a driving sprocket, 202, a driven sprocket, 203, a chain, 204, a first control clutch, 205, a second control clutch. DETAILED DESCRIPTION

[0048] Embodiments of the present application are described below in detail with reference to the accompanying drawings, in which examples of the embodiments are shown, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the accompanying drawings are exemplary, only for explaining the present application, and cannot be understood as a limitation of the present application.

[0049] In the related art, a multi-gear transmission device generally uses multiple control elements (such as clutches, brakes, etc.) to realize the switching of different gears. Taking a 4AT transmission as an example, in order to realize four forward gears, at least five control elements need to be configured. In the gear shifting process, the system controls two control elements in combination through a specific logic, while the remaining three control elements are in a sliding state. Since there is relative sliding between the control elements in the sliding process, a large amount of frictional heat energy is generated, which leads to the overall efficiency of the transmission to decrease, and at the same time accelerates the wear of the control elements, shortening the service life of the transmission.

[0050] The multi-gear transmission device 13 according to embodiments of the present application is described below with reference to Figure 1 , Figure 2 , Figure 11 and Figure 12 .

[0051] As shown in Figure 1 , Figure 2 , Figure 11 and Figure 12 , the multi-gear transmission device 13 according to the present application is used for a vehicle, and the multi-gear transmission device 13 comprises a power input shaft 131, a first wheel train 132, a second wheel train 133 and a first power output shaft 134. The power input shaft 131 is used for receiving power, and the power input shaft 131 is provided with a first transmission part 1311 and a second transmission part 1312, the first transmission part 1311 is selectively engaged with the first wheel train 132, and the second transmission part 1312 is selectively engaged with the second wheel train 133, so as to realize the transmission of power and the switching of gears.

[0052] The first wheel train 132 is provided with a first sun gear 1321, a first carrier 1322 and a first ring gear 1324. The first sun gear 1321 is selectively engaged with the first transmission part 1311, so that the first sun gear 1321 can be connected or disconnected with the first transmission part 1311, thereby controlling the power transmission path. The first carrier 1322 is selectively engaged with the second transmission part 1312, so that the first carrier 1322 can be connected or disconnected with the second transmission part 1312, thereby controlling the power transmission path. By changing the power transmission path, different gear combinations can be achieved.

[0053] The second wheel train 133 is provided with a second sun gear 1331, a second carrier 1332 and a second ring gear 1333. The second sun gear 1331 is selectively engaged with the first carrier 1322 and the housing 17 respectively, so that the second sun gear 1331 can be connected with the first carrier 1322 or the housing 17 as needed, thereby further controlling the power transmission and the switching of gears. The second carrier 1332 is connected with the first ring gear 1324 and selectively engaged with the housing 17, so that the second carrier 1332 plays a role in power transmission, and its engagement state with the housing 17 is also selectable for achieving specific gear functions. The first power output shaft 134 is connected with the second ring gear 1333. The rotation of the second ring gear 1333 will directly drive the first power output shaft 134, and the power output is achieved through the first power output shaft 134.

[0054] By optimizing the connection mode of each component in the first wheel train 132 and the second wheel train 133 and the layout of the control elements, while achieving multiple gear switching, the number of control elements in the sliding friction state can be reduced, the sliding friction loss can be reduced, and the transmission efficiency can be improved.

[0055] Therefore, according to the multi-gear transmission device 13 of the present application, while achieving multiple gear switching, the number of control elements in the sliding friction state can be reduced, and the energy efficiency and service life of the multi-gear transmission device 13 can be improved.

[0056] According to some embodiments of the present application, as Figure 1 , Figure 2 and Figure 11As shown, the multi-gear transmission device 13 further comprises a first engagement device 135, which is provided with a first inner engagement member 1351 and a first outer engagement member 1352 that are selectively contactable with each other, the first inner engagement member 1351 is connected with the second transmission part 1312 for receiving power from the power input shaft 131; the first outer engagement member 1352 is connected with the first planetary carrier 1322 for transmitting power to the first gear train 132. By controlling the engagement state of the first inner engagement member 1351 and the first outer engagement member 1352, the power connection or disconnection between the second transmission part 1312 and the first planetary carrier 1322 can be achieved, so as to control the transmission path of the power.

[0057] The multi-gear transmission device 13 further comprises a second engagement device 136, which is provided with a second inner engagement member 1361 and a second outer engagement member 1362 that are selectively contactable with each other, the second inner engagement member 1361 is connected with the first planetary carrier 1322 for receiving power from the first gear train 132; the second outer engagement member 1362 is connected with the second sun gear 1331 for transmitting power to the second gear train 133. By controlling the engagement state of the second inner engagement member 1361 and the second outer engagement member 1362, the power connection or disconnection between the first planetary carrier 1322 and the second sun gear 1331 can be achieved, so as to further adjust the transmission path of the power.

[0058] The multi-gear transmission device 13 further comprises a third engagement device 137, which is provided with a third inner engagement member and a third outer engagement member that are selectively contactable with each other, the third inner engagement member is connected with the first transmission part 1311 for receiving power from the power input shaft 131; the third outer engagement member is connected with the first sun gear 1321 for transmitting power to the first gear train 132. By controlling the engagement state of the third inner engagement member and the third outer engagement member, the power connection or disconnection between the first transmission part 1311 and the first sun gear 1321 can be achieved, so as to complete the switching of different gears.

[0059] Through the cooperative work of the above-mentioned first engagement device 135, the second engagement device 136 and the third engagement device 137, the transmission path of the power in the first gear train 132 and the second gear train 133 can be accurately controlled, while realizing the multi-gear switching function, effectively reducing the number of control elements in the sliding friction state, reducing energy loss, improving transmission efficiency, and prolonging the service life of the transmission device. It should be noted that the first engagement device 135, the second engagement device 136 and the third engagement device 137 are all the above-mentioned control elements.

[0060] According to some embodiments of the present application, as Figure 12As shown, the first engagement device 135 and the second engagement device 136 are arranged in axial direction of the power input shaft 131. The first engagement device 135 is arranged close to the power input shaft 131 for realizing power transmission control between the second transmission part 1312 and the first carrier 1322; the second engagement device 136 is arranged at a distance from the first engagement device 135 in axial direction for realizing power transmission control between the first carrier 1322 and the second sun gear 1331. By arranging the first engagement device 135 and the second engagement device 136 in axial direction, the spatial layout of the multi-gear transmission device 13 can be effectively optimized, so that the engagement devices do not interfere with each other during operation, and the power transmission path can be reasonably distributed, which is not only conducive to reducing the size of the transmission device and realizing compact layout, but also can ensure the reliability of the engagement devices during gear shifting, thereby improving stability and durability.

[0061] According to some embodiments of the present application, as shown in Figure 1 and Figure 2 The multi-gear transmission device 13 further comprises a first brake component 138, which is provided with a first inner brake engagement part 1381 and a first outer brake engagement part 1382 that can be selectively contacted with each other. The first inner brake engagement part 1381 is connected with the second sun gear 1331 for receiving power from the second gear train 133; the first outer brake engagement part 1382 is connected with the housing 17 for fixing the rotational movement of the second sun gear 1331. By controlling the engagement state of the first inner brake engagement part 1381 and the first outer brake engagement part 1382, the connection or disconnection between the second sun gear 1331 and the housing 17 can be realized, so as to control the rotation state of the second sun gear 1331.

[0062] When the first brake component 138 is engaged, the first inner brake engagement part 1381 contacts with the first outer brake engagement part 1382, so that the second sun gear 1331 is fixed to the housing 17, thereby changing the power transmission characteristics of the second gear train 133; when the first brake component 138 is disengaged, the second sun gear 1331 can rotate freely. By engaging or disengaging the first brake component 138, the transmission ratio of the multi-gear transmission device 13 can be adjusted, and the switching function of a specific gear position can be realized.

[0063] According to some embodiments of the present application, as shown in Figure 1 and Figure 2As shown, the multi-gear transmission device 13 further comprises a second brake component 139, which is provided with a second inner brake engagement member and a second outer brake engagement member that can selectively contact each other. The second inner brake engagement member is connected with the second planet carrier 1332 for receiving power from the second gear train 133; the second outer brake engagement member is connected with the housing 17 for fixing the rotational movement of the second planet carrier 1332. By controlling the engagement state of the second inner brake engagement member and the second outer brake engagement member, the connection or disconnection between the second planet carrier 1332 and the housing 17 can be achieved, so as to control the rotational state of the second planet carrier 1332.

[0064] When the second brake component 139 is engaged, the second inner brake engagement member contacts the second outer brake engagement member, so as to fix the second planet carrier 1332 to the housing 17, thereby changing the power transmission characteristics of the second gear train 133; when the second brake component 139 is disengaged, the second planet carrier 1332 can rotate freely. By engaging or disengaging the second brake component 139, the transmission ratio of the multi-gear transmission device 13 can be adjusted, and the switching function of a specific gear can be achieved.

[0065] It should be noted that the first brake component 138 and the second brake component 139 are also the control elements described above.

[0066] According to some embodiments of the present application, as Figure 1 As shown, the first planet carrier 1322 is provided with a plurality of first planet gears 1323 that mesh with each other. At least one of the first planet gears 1323 meshes with the first sun gear 1321 for receiving power input from the first sun gear 1321; at least another first planet gear 1323 meshes with the first ring gear 1324 for transmitting power to the first ring gear 1324, thereby achieving effective transmission and distribution of power within the first gear train 132.

[0067] When the first sun gear 1321 rotates, the first planet carrier 1322 is driven to rotate through the transmission action of the first planet gears 1323 meshing therewith, and in turn drives the other first planet gears 1323 meshing with the first ring gear 1324 to move. The meshing structure of the plurality of first planet gears 1323 not only improves the stability and reliability of transmission, but also enables greater torque transmission capacity.

[0068] It should be noted that the number and arrangement of the first planet gears 1323 can be adjusted according to specific transmission requirements, so that the multi-gear transmission device 13 can adapt to the power transmission requirements under different vehicle models and working conditions. By optimizing the meshing relationship of the first planet gears 1323, the gear shifting smoothness and transmission efficiency of the transmission device can be further improved.

[0069] According to some embodiments of the present application, the first planetary carrier 1322 comprises a planetary carrier body and a second connecting hub. The planetary carrier body is rotatably provided with a plurality of first planetary gears 1323 that mesh with each other, respectively, for realizing power transmission between the first sun gear 1321 and the first ring gear 1324; the second connecting hub is fixedly connected with the planetary carrier body and extends to the radially inner side of the first connecting hub, forming a compact spatial layout.

[0070] The radially inner side of the second connecting hub is provided with a first inner engagement piece 1352 for cooperating with the first engagement device 135 to realize switching of the power transmission path; the radially outer side of the second connecting hub is provided with a second inner engagement piece 1361 for cooperating with the second engagement device 136 to adjust the transmission direction of the power, so that the first planetary carrier 1322 can simultaneously realize the power transmission function of the planetary gear train and the connection function of the engagement device.

[0071] Through the integration of the planetary carrier body and the second connecting hub, not only the structural strength and rigidity of the first planetary carrier 1322 are improved, but also the spatial utilization rate of the transmission device is optimized. The layout mode of respectively arranging the first inner engagement piece 1352 and the second inner engagement piece 1361 on the radially inner and outer sides of the second connecting hub makes the control elements reasonably distributed, which effectively reduces the axial size of the multi-gear transmission device 13 while ensuring the function realization.

[0072] According to some embodiments of the present application, the third engagement device 137 is configured as a dog clutch or a jaw clutch. The third engagement device 137 remains in an engaged state when the vehicle is in forward gear, ensuring reliable power transmission from the first transmission part 1311 to the first sun gear 1321; only in the reverse gear working condition, it will be in a separated state to cut off the power transmission path of the forward gear. By configuring the third engagement device 137 as a dog clutch or a jaw clutch, the axial space inside the multi-gear transmission device 13 can be effectively shortened, realizing a more compact structural layout.

[0073] It should be noted that in addition to considering a dog clutch or a jaw clutch for the third engagement device 137, a one-way clutch can also be considered.

[0074] The power transmission path of the multi-gear transmission device 13 according to an embodiment of the present application will be described below with reference to Figure 1 and the following table:

[0075]

[0076] First gear: At this time, the second engagement device 136, the third engagement device 137 and the second brake part 139 are combined, the second carrier 1332 and the first ring gear 1324 are fixed with the housing 17; the power is transmitted to the first sun gear 1321 through the first transmission part 1311 of the power input shaft 131, the first ring gear 1324 is fixedly connected with the housing 17, so that the first carrier 1322 drives the second sun gear 1331, the second carrier 1332 is fixedly connected with the housing 17, and finally the power is transmitted to the first power output shaft 134 through the second ring gear 1333;

[0077] Second gear: At this time, the second engagement device 136, the third engagement device 137 and the first brake part 138 are combined, the second sun gear 1331 and the first carrier 1322 are fixed with the housing 17; the power source transmits the power to the first sun gear 1321 through the power input shaft 131, the first carrier 1322 is fixedly connected with the housing 17, so that the first ring gear 1324 drives the second ring gear 1333, the second sun gear 1331 is fixedly connected with the housing 17, and finally the power is transmitted to the first power output shaft 134 through the second ring gear 1333;

[0078] Third gear: At this time, the first engagement device 135, the second engagement device 136 and the third engagement device 137 are combined, the single planetary row and the double planetary row are equivalent to an integral body at this time, and the power source transmits the power to the first power output shaft 134 through the second ring gear 1333;

[0079] Fourth gear: At this time, the first engagement device 135, the third engagement device 137 and the first brake part 138 are combined, the double planetary row is equivalent to an integral body at this time, and the second sun gear 1331 is fixed with the housing 17; the power source transmits the power to the second carrier 1332 through the power input shaft 131, the second sun gear 1331 is fixedly connected with the housing 17, and finally the power is transmitted to the first power output shaft 134 through the second ring gear 1333;

[0080] Reverse gear: At this time, the first engagement device 135, the second engagement device 136 and the second brake part 139 are combined, the second carrier 1332 and the first ring gear 1324 are fixed with the housing 17, the power source transmits the power to the second sun gear 1331 through the power input shaft 131, the second carrier 1332 is fixedly connected with the housing 17, and finally the power is transmitted to the first power output shaft 134 through the second ring gear 1333.

[0081] Therefore, compared with the transmission in the related art, the multi-gear transmission device 13 according to the application has 3 control elements in the combined state and 2 control elements in the sliding state at each gear position, the number of control elements in the sliding state is reduced by 1, and the energy efficiency and service life of the multi-gear transmission device 13 are improved.

[0082] The application will be described below with reference to Figures 3-10 The powertrain according to the application will be described briefly.

[0083] The powertrain according to the application comprises a power device, a first transmission assembly 12, a multi-gear transmission device 13, a second transmission assembly 14 and a second power output shaft 15, the first transmission assembly 12 is adapted to selectively adjust the power output by the power device; the power input shaft 131 of the multi-gear transmission device 13 is connected to the output end of the first transmission assembly 12, and the multi-gear transmission device 13 is configured as the multi-gear transmission device 13 in any of the above embodiments; the input end of the second transmission assembly 14 is selectively connected to the first power output shaft 134 of the multi-gear transmission device 13, and the second transmission assembly 14 is adapted to adjust the power output by the multi-gear transmission device 13; the input end of the second power output shaft 15 is connected to the output end of the second transmission assembly 14 and is selectively connected to the output end of the multi-gear transmission device 13.

[0084] According to the powertrain of the application, the first transmission assembly 12 can adjust and output the power output by the power device, or directly output the power without adjustment, which not only ensures the climbing ability of low speed and large torque, but also takes into account the transmission efficiency during high speed cruising. By providing the multi-gear transmission device 13, the powertrain can provide multiple transmission ratio options to further optimize the power output characteristics at different speeds. By providing the second transmission assembly 14, the power output by the multi-gear transmission device 13 can be further adjusted, which is particularly suitable for working conditions requiring greater torque output. The powertrain outputs power through the second power output shaft 15. The second power output shaft 15 can be selectively connected to the multi-gear transmission device 13 to directly output the power output by the multi-gear transmission device 13, or to output the power adjusted by the second transmission assembly 14. The output end of the multi-gear transmission device 13 can be connected to the input end of the second power output shaft 15 or the input end of the second transmission assembly 14 according to the situation, which can not only ensure the driving ability of low speed and large torque, but also maintain the transmission efficiency under high speed working conditions.

[0085] It should be noted that if the power output shaft 15 outputs the power adjusted by the fourth device 14, the fourth device 14 needs to receive the power from the multi-gear transmission device 13.

[0086] According to some embodiments of the application, as Figures 3-10As shown, the third device 12 comprises a third sun gear 121, a third carrier 122 and a third ring gear 123 which are matched with each other, at least one of the third sun gear 121, the third carrier 122 and the third ring gear 123 is connected to the output end of the power device, and at least another one of the third sun gear 121, the third carrier 122 and the third ring gear 123 forms the output end of the third device 12. By arranging the planetary gear set composed of the third sun gear 121, the third carrier 122 and the third ring gear 123, the third device 12 has a compact structure and high transmission efficiency. The third device 12 can adjust and output the power output by the power device, or directly output the power output by the power device without adjustment, which not only ensures the climbing ability of low speed and large torque, but also takes into account the transmission efficiency during high speed cruising.

[0087] The power assembly according to the present application comprises the multi-gear transmission device 13 in any one of the above embodiments. Since the power assembly according to the present application comprises the multi-gear transmission device 13 in any one of the above embodiments, the power assembly according to the present application can reduce the number of control elements in the sliding friction state while realizing the switching of multiple gears, and improve the energy efficiency of the power assembly.

[0088] According to some embodiments of the present application, as Figure 3 As shown, the power assembly 1 further comprises a first clutch 161 connected to at least two of the third sun gear 121, the third carrier 122 and the third ring gear 123, and the first clutch 161 is adapted to selectively engage or disconnect the at least two of the third sun gear 121, the third carrier 122 and the third ring gear 123 to switch between the engaged state and the disconnected state. By arranging the first clutch 161, the movement relationship of the third sun gear 121, the third carrier 122 and the third ring gear 123 can be flexibly controlled to realize different transmission modes.

[0089] Specifically, when the first clutch 161 is in the engaged state, at least two of the third sun gear 121, the third carrier 122 and the third ring gear 123 are connected and fixed to realize synchronous overall rotation, at this time the third device 12 rotates as a whole, and the power output by the power device can be directly transmitted to the output end to realize a 1:1 transmission ratio; when the first clutch 161 is in the disconnected state, the third sun gear 121, the third carrier 122 and the third ring gear 123 remain relatively independent rotation, at this time the third device 12 plays a regulating function and can adjust the power output by the power device.

[0090] The third device 12 can flexibly switch between direct transmission and adjusted deceleration transmission by controlling the working mode of the first clutch 161, which simplifies the structure and improves the transmission efficiency. At the same time, the setting of the first clutch 161 also expands the functionality of the third device 12, which can adapt to more diversified driving conditions, realizes the compactness and light weight of the transmission system under the premise of ensuring the reliability of power transmission.

[0091] According to some embodiments of the present application, the first clutch 161 is provided with a first engagement part and a second engagement part that can be selectively engaged or disconnected, the first engagement part is connected with the third sun gear 121, and the second engagement part is connected with the ring gear connected with the input end of the multi-gear transmission device 13. By setting the first clutch 161 with the first engagement part and the second engagement part, the connection relationship between the third sun gear 121 and the third ring gear 123 can be more flexibly controlled, and various transmission modes can be realized.

[0092] When the first engagement part and the second engagement part are engaged, the third sun gear 121 and the third ring gear 123 are rigidly connected and rotate synchronously, at this time the third device 12 rotates as a whole, and the power output by the power device can be directly transmitted to the output end, realizing a 1:1 transmission ratio; when the first engagement part and the second engagement part are disconnected, the third sun gear 121, the third planet carrier 122 and the third ring gear 123 can rotate independently, and power adjustment can be realized.

[0093] As shown in Figure 3 The power assembly 1 also includes a housing 17, which is selectively connected with the third sun gear 121 through the second clutch 162. By setting the second clutch 162, the third sun gear 121 can be selectively fixed with the housing 17.

[0094] When the second clutch 162 is engaged, the third sun gear 121 is fixed, at this time the third planet carrier 122 can receive power from the power device as an input end, and the third ring gear 123 is an output end, realizing adjustment through the meshing relationship of the planetary gear; when the second clutch 162 is disconnected, the third sun gear 121 can rotate freely, and when the first clutch 161 is in the engaged state, the third device 12 will rotate as a whole, realizing direct transmission.

[0095] By controlling the combined state of the first clutch 161 and the second clutch 162, the switching of various transmission modes can be realized, so as to more finely adjust the power output characteristics to adapt to the needs in different driving scenarios. The power output by the power device can realize power adjustment without passing through the multi-gear transmission device 13, and if it passes through the adjustment of the multi-gear transmission device 13, more gears can be realized, so that the number of gears is doubled.

[0096] According to some embodiments of the present application, as shown in Figure 3 The power device includes a first motor 111 and an engine 112. The output end of the first motor 111 is connected to the third sun gear 121. The output end of the engine 112 is selectively connected to the third carrier 122 through the third clutch 163. By setting the first motor 111 and the engine 112, more abundant power coupling modes can be achieved.

[0097] When the third clutch 163 is engaged, the power of the engine 112 is input to the third device 12 through the third carrier 122. At this time, according to the state of the first clutch 161 and the second clutch 162, there can be multiple different power output forms. If the first clutch 161 is engaged and the second clutch 162 is disconnected, the engine 112 can directly output power through the third device 12; in the case where the first motor 111 is working, the engine 112 can also output as a whole after power coupling with the first motor 111. If the first clutch 161 is disconnected and the second clutch 162 is engaged, the power of the engine 112 is output after being adjusted by the third device 12.

[0098] When the third clutch 163 is disconnected, the engine 112 is decoupled from the transmission system, and the first clutch 161 is in the engaged state, which can be driven by the first motor 111 alone. Therefore, the power assembly 1 can flexibly switch between pure electric driving, hybrid driving, engine 112 direct driving and other modes, and fully exert the advantages of each power source. By reasonably controlling the engagement state of the first clutch 161, the second clutch 162 and the third clutch 163, different power transmission forms can be selected to improve vehicle energy efficiency and driving performance.

[0099] Therefore, by controlling the combined state of the first clutch 161, the second clutch 162 and the third clutch 163 respectively, the switching of various transmission modes can be better achieved, so as to more finely adjust the power output characteristics to adapt to the needs in different driving scenarios.

[0100] Specifically:

[0101] When the third clutch 163 is engaged, the second clutch 162 is disconnected, and the first clutch 161 is engaged, the three elements (the first sun gear 121, the first carrier 122 and the first ring gear 123) of the first transmission device 12 are locked as a whole to rotate. At this time, the power of the engine 112 is directly output through the first carrier 122, realizing the first gear transmission; if the first motor 111 works, the first motor 111 outputs power together with the engine 112.

[0102] When the third clutch 163 is engaged, the second clutch 162 is engaged, and the first clutch 161 is disengaged, the first sun gear 121 is fixed with the housing 17 through the second clutch 162, the power of the engine 112 is input from the first carrier 122, and is output by the first ring gear 123 after being decelerated by the planetary gear set. At this time, the first transmission 12 plays a deceleration adjustment function, and realizes second gear transmission.

[0103] When the third clutch 163 is engaged, the second clutch 162 is disengaged, and the first clutch 161 is disengaged, the first sun gear 121 is driven by the first motor 111, the first carrier 122 is driven by the engine 112, and the power of the two is output from the first ring gear 123 after being coupled through the planetary gear set. Electronic continuously variable transmission (E-CVT mode) can be realized.

[0104] Therefore, the power of the engine 112 can realize multi-stage adjustment through the first transmission 12 only, and if the adjustment of the multi-gear transmission device 13 is further performed, more gears can be realized, so that the number of gears is doubled.

[0105] According to some embodiments of the present application, as shown in Figure 3 The power assembly 1 further includes a second motor 18, and an output end of the second motor 18 is connected or selectively connected with an input end of the fourth device 14. By arranging the second motor 18, when the second motor 18 is connected with the input end of the fourth device 14, the power of the second motor 18 is output after being adjusted and increased in torque by the fourth device 14.

[0106] When the input end of the power output shaft 15 is connected with the output end of the fourth device 14, the vehicle can be driven by the power output by the second motor 18 only, at this time, the power of the second motor 18 is output after being adjusted and increased in torque by the fourth device 14, and strong low-speed torque is provided; the vehicle can also be driven by the power output by the second motor 18 and the multi-gear transmission device 13 cooperatively, and the driving torque is further amplified through torque superposition.

[0107] The output end of the second motor 18 and the input end of the fourth device 14 can be connected in a manner that cannot be disconnected, or can be selectively connected. When the output end of the second motor 18 and the input end of the fourth device 14 are selectively connected, the engagement and separation of the output end of the second motor 18 and the input end of the fourth device 14 can be realized through a clutch device; the separation of the output end of the second motor 18 and the input end of the fourth device 14 can disconnect the power of the second motor 18, so as to avoid energy loss caused by the wheels dragging the second motor 18.

[0108] It should be noted that if the output end of the second motor 18 and the input end of the fourth device 14 are connected in a manner that cannot be disconnected, other ways can be adopted to disconnect the power of the second motor 18.

[0109] According to some embodiments of the present application, as shown in Figure 3 and Figure 4 The fourth device 14 includes a fourth sun gear 141, a fourth carrier 142 and a fourth ring gear 143 which are matched with each other, the fourth sun gear 141 is connected or selectively connected with the output end of the second motor 18, the fourth carrier 142 is connected with the input end of the power output shaft 15; the power assembly 1 further includes a housing 17 which is connected or selectively connected with the fourth ring gear 143. By adopting the fourth sun gear 141, the fourth carrier 142 and the fourth ring gear 143 which are matched with each other as the fourth device 14, a compact and efficient power transmission is realized.

[0110] The housing 17 is connected and fixed with the fourth ring gear 143, so that the fourth device 14 can play a regulating role to regulate the power output by the first motor 111 or the multi-gear transmission device 13. If the fourth sun gear 141 is disconnected with the output end of the second motor 18, or the housing 17 is disconnected with the fourth ring gear 143, the power of the second motor 18 can be disconnected, so as to avoid the energy loss caused by the wheels dragging the second motor 18.

[0111] Therefore, if the fourth sun gear 141 is selectively connected with the output end of the second motor 18, the housing 17 and the fourth ring gear 143 can be connected in a manner that cannot be disconnected; on the contrary, if the housing 17 and the fourth ring gear 143 are selectively connected, the fourth sun gear 141 and the output end of the second motor 18 can be connected in a manner that cannot be disconnected, so as to realize the power disconnection of the second motor 18 in at least one way.

[0112] According to some embodiments of the present application, as shown in Figure 5 and Figure 6 The power assembly 1 further includes a multiple-gear 19, the multiple-gear 19 has a first gear part and a second gear part, the first gear part is engaged and driven with the output end of the second motor 18, and the second gear part is engaged and driven with the input end of the fourth device 14. By arranging the multiple-gear 19, the power transmission between the second motor 18 and the fourth device 14 is realized by the multiple-gear 19, compared with the direct connection and driving between the second motor 18 and the fourth device 14, the arrangement posture of the second motor 18 relative to the fourth device 14 can be changed, so as to optimize the spatial layout and structural design of the power assembly 1.

[0113] According to some embodiments of the present application, as shown in Figures 7-10As shown, the powertrain 1 also includes a transfer device 20, the input end of which is connected with the power output shaft 15, and the transfer device 20 is used to distribute power to the front axle and / or the rear axle. By arranging the transfer device 20, the powertrain 1 can distribute power to the front axle and the rear axle according to the driving requirements, realize the switching of two-wheel drive and four-wheel drive modes, and improve the passability and stability of the vehicle in different road conditions. The input end of the transfer device 20 is linked with the power output shaft 15, receives power from the powertrain 1, and distributes power to the front axle and / or the rear axle.

[0114] According to some embodiments of the present application, as Figures 7-10 As shown, the transfer device 20 includes a driving sprocket 201, a driven sprocket 202, and a chain 203, and the chain 203 is engaged with the driving sprocket 201 and the driven sprocket 202, respectively. The transfer device 20 also includes a first control clutch 204 and a second control clutch 205. The first control clutch 204 can control the transmission of power of the power output shaft 15 to the front axle, which is suitable for real-time four-wheel drive working conditions; the second control clutch 205 can also control the transmission of power of the power output shaft 15 to the front axle, but is suitable for dynamic four-wheel drive working conditions. Through the first control clutch 204 and the second control clutch 205, the adaptation to different four-wheel drive working conditions is realized. The driven sprocket 202 is connected with the front axle through a transmission shaft, which serves as an intermediate component for power transmission and transmits power separated by the transfer device 20 to the front axle, so as to finally realize the four-wheel drive function of the vehicle.

[0115] The vehicle according to the present application is briefly described below.

[0116] The vehicle according to the present application includes the multi-gear transmission device 13 in any one of the above embodiments. Since the vehicle according to the present application includes the multi-gear transmission device 13 in any one of the above embodiments, the vehicle according to the present application can realize efficient switching of multiple gears while reducing sliding friction loss, improving energy efficiency, and prolonging the service life of the multi-gear transmission device 13.

[0117] The vehicle according to the present application is described below according to Figure 3 and the following table describes various power output forms of the vehicle according to some embodiments of the present application.

[0118]

[0119] In the power output table, ICE represents the engine 112, GM represents the first motor 111, TM represents the second motor 18, K0 represents the third clutch 163, K1 represents the first clutch 161, K2 represents the second clutch 162, s1 represents the on-off clutch between the second motor 18 and the second transmission device 14, S2 represents the on-off clutch between the second transmission device 14 and the power output shaft 15, S3 represents the on-off clutch between the transmission output shaft and the power output shaft 15, N1 represents the first control clutch 204, and N2 represents the second control clutch 205.

[0120] EV-1: Driven by the first motor 111, the first clutch 161 is engaged, the output end of the multi-gear transmission device 13 is connected to the input end of the power output shaft 15 or the input end of the fourth device 14 according to the situation, the power of the first motor 111 is transmitted to the multi-gear transmission device 13 through the third device 12, and according to the actual working condition, the power is transmitted to the power output shaft 15 through the output end in different gear modes.

[0121] Further, through the transfer device 20, the working modes of EV-1 4L, EV-1 2H, EV-1 4H and EV-1 4A can be specifically realized.

[0122] EV-1 4L: The power output by the first motor 111 passes through the multi-gear transmission device 13 to the power output shaft 15, and then the first control clutch 204 is combined to realize power transmission to the front and rear axles, realizing the EV-1 4L mode.

[0123] EV-1 2H: The power output by the first motor 111 passes through the multi-gear transmission device 13 to the power output shaft 15, and then the first control clutch 204 and the second control clutch 205 are not combined to realize power transmission only to the rear axle, realizing the EV-1 2H mode.

[0124] EV-1 4H: The power output by the first motor 111 passes through the multi-gear transmission device 13 to the power output shaft 15, and then the first control clutch 204 is combined to realize power transmission to the front and rear axles, realizing the EV-1 4H mode.

[0125] EV-1 4A: The power output by the first motor 111 passes through the multi-gear transmission device 13 to the power output shaft 15, and then the second control clutch 205 is combined to realize power transmission to the front and rear axles, realizing the EV-1 4A mode.

[0126] EV-2: Driven by the second motor 18, the power of the second motor 18 is transmitted to the power output shaft 15 through the fourth device 14; through the transfer device 20, different working modes are realized.

[0127] EV-3: Driven by the first motor 111 and the second motor 18, the first clutch 161 is engaged, and the output end of the multi-gear transmission device 13 is connected to the input end of the power output shaft 15 or the input end of the fourth device 14 according to the situation; through the transfer device 20, different working modes are realized.

[0128] Parallel-1: Driven by the engine 112 and the second motor 18 together, the first clutch 161 and the third clutch 163 are engaged, the third device 12 becomes a whole rotation, realizes the first gear output of the engine 112, and the output end of the multi-gear transmission device 13 is connected to the input end of the power output shaft 15 or the input end of the fourth device 14 according to the situation; the power output shaft 15 collects power from the engine 112 and the second motor 18; through the transfer device 20, different working modes are realized.

[0129] Parallel-2: Driven by the engine 112, the first motor 111 and the second motor 18 together, the first clutch 161 and the third clutch 163 are engaged, the third device 12 becomes a whole rotation, realizes the first gear output of the engine 112, and the output end of the multi-gear transmission device 13 is connected to the input end of the power output shaft 15 or the input end of the fourth device 14 according to the situation; the power of the engine 112 and the first motor 111 is transmitted to the multi-gear transmission device 13 through the third device 12, and according to the actual working condition, the multi-gear transmission device 13 transmits power to the power output shaft 15 through the output end in different gear modes; the power of the second motor 18 is transmitted to the power output shaft 15 through the fourth device 14; the output shaft collects power from the engine 112, the first motor 111 and the second motor 18; through the transfer device 20, different working modes are realized.

[0130] Parallel-3: Driven by the engine 112 and the second motor 18 together, the first motor 111 generates electricity, the first clutch 161 and the third clutch 163 are engaged, the engine 112 drives the first motor 111 to generate electricity, the power of the engine 112 is transmitted to the multi-gear transmission device 13 through the third device 12, and according to the actual working condition, the multi-gear transmission device 13 transmits power to the power output shaft 15 through the output end in different gear modes; the power of the second motor 18 is transmitted to the power output shaft 15 through the fourth device 14; through the transfer device 20, different working modes are realized.

[0131] Parallel-4: driven by engine 112 and second motor 18, second clutch 162 and third clutch 163 are engaged, realizing the second gear output of engine 112, the power of engine 112 is transmitted to multi-gear transmission 13 through third device 12, and according to the actual working condition, multi-gear transmission 13 transmits power to power output shaft 15 through the output end in different gear modes; the power of second motor 18 is transmitted to power output shaft 15 through fourth device 14; through transfer device 20, different working modes are realized.

[0132] E-CVT: driven by engine 112 and first motor 111, third clutch 163 is engaged; the power of engine 112 and first motor 111 is transmitted to multi-gear transmission 13 through third device 12, and according to the actual working condition, multi-gear transmission 13 transmits power to power output shaft 15 through the output end in different gear modes; through transfer device 20, different working modes are realized.

[0133] Extended range: driven by engine 112, driving first motor 111 to generate electricity, first clutch 161 and third clutch 163 are engaged, the power of second motor 18 is transmitted to power output shaft 15 through fourth device 14; through transfer device 20, different working modes are realized.

[0134] ICE-1: driven by engine 112, first clutch 161 and third clutch 163 are engaged, third device 12 becomes an integral rotation, realizing the first gear output of engine 112, the power of engine 112 is transmitted to multi-gear transmission 13 through third device 12, and according to the actual working condition, power is transmitted to power output shaft 15 through the output end in different gear modes; through transfer device 20, different working modes are realized.

[0135] ICE-2: driven by engine 112, second clutch 162 and third clutch 163 are engaged, realizing the second gear output of engine 112, the power of engine 112 is transmitted to multi-gear transmission 13 through third device 12, and according to the actual working condition, power is transmitted to power output shaft 15 through the output end in different gear modes; through transfer device 20, different working modes are realized.

[0136] It should be noted that for EV-2 and extended range mode, no power is provided by engine 112 and first motor 111, only second motor 18 is used for driving, there is no 4L mode, only 2H, 4H and 4A modes are provided.

[0137] In the description of the application, reference has been made to descriptive terms such as "one embodiment", "some embodiments", "an embodiment", "example", "specific example" or "some examples" etc. It is emphasized that each of these terms refers to a specific feature, structure, material or characteristic described in connection with a particular embodiment or example. The descriptive terms are not necessarily referring to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0138] While embodiments of the application have been shown and described, it is to be understood that the application is not limited to the details of the embodiments described, since the scope of the application is defined with respect to the appended claims.

Claims

1. A multi-speed transmission device for a vehicle, characterized by comprising: Comprising: a power input shaft (131) provided with a first transmission portion (1311) and a second transmission portion (1312); a first wheel train (132) provided with a first sun gear (1321), a first carrier (1322) and a first ring gear (1324), the first sun gear (1321) being selectively engageable with the first transmission portion (1311), the first carrier (1322) being selectively engageable with the second transmission portion (1312); a second wheel train (133) provided with a second sun gear (1331), a second carrier (1332) and a second ring gear (1333), the second sun gear (1331) being selectively engageable with the first carrier (1322) and a housing (17), respectively, the second carrier (1332) being connected with the first ring gear (1324) and selectively engageable with the housing (17); a first power output shaft (134) connected with the second ring gear (1333).

2. The multi-speed transmission device for a vehicle according to claim 1, characterized by, Further comprising: a first engagement device (135) provided with a first inner engagement member (1351) and a first outer engagement member (1352) selectively contactable with each other, the first inner engagement member (1351) being connected with the second transmission portion (1312), the first outer engagement member (1352) being connected with the first carrier (1322); a second engagement device (136) provided with a second inner engagement member (1361) and a second outer engagement member (1362) selectively contactable with each other, the second inner engagement member (1361) being connected with the first carrier (1322), the second outer engagement member (1362) being connected with the second sun gear (1331); a third engagement device (137) provided with a third inner engagement member and a third outer engagement member selectively contactable with each other, the third inner engagement member being connected with the first transmission portion (1311), the third outer engagement member being connected with the first sun gear (1321).

3. The multi-speed transmission device for a vehicle according to claim 2, characterized by The first engagement device (135) and the second engagement device (136) are arranged axially spaced apart from each other with respect to the power input shaft (131).

4. The multi-speed transmission device for a vehicle according to claim 2, characterized by Further comprising: a first brake member (138) provided with a first inner brake engagement member (1381) and a first outer brake engagement member (1382) selectively contactable with each other, the first inner brake engagement member (1381) being connected with the second sun gear (1331), the first outer brake engagement member (1382) being connected with the housing (17).

5. The multi-speed transmission device for a vehicle according to claim 4, characterized by The first sun gear (1321) is provided with a first connection hub, a radially inner side of the first connection hub being provided with the second outer engagement member (1362), a radially outer side of the first connection hub being provided with the first inner brake engagement member (1381).

6. The multi-speed transmission device for a vehicle according to claim 5, characterized by The first planetary carrier (1322) is provided with a plurality of first planetary gears (1323) meshing with each other, at least one of the first planetary gears (1323) meshes with the first sun gear (1321), and at least another one of the first planetary gears (1323) meshes with the first ring gear (1324).

7. The multi-speed transmission device for a vehicle according to claim 6, characterized by The first planetary carrier (1322) comprises: a planetary carrier body, on which a plurality of first planetary gears (1323) meshing with each other are respectively rotatably arranged; a second connecting hub connected with the planetary carrier body and extending to the radially inner side of the first connecting hub, the radially inner side of the second connecting hub is provided with the first outer engaging member (1352), and the radially outer side of the second connecting hub is provided with a second inner engaging member (1361).

8. The multi-speed transmission device for a vehicle according to claim 2, characterized by The third engaging device (137) is configured as a dog clutch or a jaw clutch.

9. A powertrain for a vehicle, characterized by, The multi-gear transmission device (13) according to any one of claims 1-8.

10. A vehicle characterized by comprising: The multi-gear transmission device (13) according to any one of claims 1-8.

Images