Transmission and vehicle

Abstract

The application provides a transmission and a vehicle, relates to the technical field of transmission, and can improve the convenience of driving element arrangement. The transmission provided by the application is characterized in that the first rotating shaft is coaxial with the epicyclic gear train, the connecting piece is fixed between the first rotating shaft and the gear ring, the connecting piece is located on one side of the sun gear in the axial direction, the second rotating shaft is coaxial with the epicyclic gear train, the actuating mechanism comprises a driving element and a transmission element, the driving element is located on the side of the connecting piece away from the sun gear, the driving element is rotationally connected with the transmission element around the axis of the epicyclic gear train, the driving element is configured to drive the transmission element to move axially relative to the connecting piece, and the transmission element is connected to one of the first clutch of the sun gear and the second clutch of the second rotating shaft through the connecting piece. The driving element is located on the side of the connecting piece away from the sun gear, the space for arranging the driving element is relatively large, and the arrangement of the driving element is facilitated. The driving element is rotationally connected with the transmission element, the driving element does not need to rotate with the transmission element, and the arrangement of the driving element is facilitated.

Description

Technical Field

[0001] This application relates to the field of transmission technology, and more particularly to a transmission and a vehicle. Background Technology

[0002] The vehicle's transmission, also known as a gearbox, is a key part of the vehicle's drive system. It is used to regulate the output speed and torque of the engine or electric motor, enabling the vehicle to adapt to diverse driving needs such as starting, accelerating, climbing, and reversing.

[0003] A transmission typically regulates speed and torque by adjusting the gear ratios between gears. It generally includes a gear train and a clutch. Switching between the disengaged and engaged states of the clutch can adjust the gear ratios between the various parts of the gear train, thereby regulating speed and torque.

[0004] The switching between the disengaged and engaged states of a clutch requires the actuation of a drive component. However, in related technologies, the space available for arranging the drive component is limited, making its arrangement inconvenient. Utility Model Content

[0005] This application provides a transmission and a vehicle that improves the ease of arranging drive components.

[0006] In a first aspect, this application provides a transmission, which includes a gear train, a first shaft, a connecting member, a second shaft, and an actuator. The sun gear of the gear train is provided with a first clutch. The first shaft is coaxial with the gear train. The connecting member is fixed between the first shaft and the gear ring of the gear train and is located on one side of the sun gear along the axial direction. The second shaft is coaxial with the gear train and is provided with a second clutch. The actuator includes a drive member and a transmission member. The drive member is located on the side of the connecting member away from the sun gear and is rotatably connected around the axis of the gear train. The drive member is configured to drive the transmission member to move axially relative to the connecting member. The transmission member passes through the connecting member and is connected to one of the first clutch and the second clutch, so that the first clutch and the second clutch are engaged or disengaged.

[0007] The transmission provided in this application has a drive component located on the side of the connecting member away from the sun gear. Compared to arranging the drive component between the sun gear and the connecting member, or arranging the drive component on the connecting member, this application provides a relatively larger space for arranging the drive component, facilitating its placement. The drive component connects to the transmission component, which passes through the connecting member and connects to one of the first and second clutch components. Thus, even though the drive component is located on the side of the connecting member away from the sun gear, it can still drive one of the first and second clutch components via the transmission component, enabling the first and second clutch components to engage or disengage, thereby achieving the gear shifting function. It is understood that when the transmission component passes through the connecting member, it needs to rotate synchronously with the connecting member, i.e., it needs to rotate synchronously with the gear ring. This application connects the drive component and the transmission component rotatably around the axis of the planetary gear train, so the drive component does not need to rotate with the transmission component. Even when the drive component and the gear ring rotate relative to each other, the stress at the connection between the drive component and the transmission component can be released through relative rotation. The fact that the drive component does not need to rotate with the transmission component makes its placement more convenient. Therefore, this application improves the ease of drive component placement.

[0008] In some alternative implementations of this application, the transmission component is rotatably connected to the first clutch component about the axis of the planetary gear train.

[0009] By making the transmission component and the first clutch component rotate around the axis of the planetary gear system, the transmission component can not only drive the first clutch component to move along the axial direction of the planetary gear system, but also generate relative rotation with the first clutch component around the axis of the planetary gear system. It can be understood that the transmission component rotates synchronously with the gear ring, and the first clutch component rotates synchronously with the sun gear. During the relative rotation of the gear ring and the sun gear, the stress between the first clutch component and the transmission component can be released through relative rotation, and the connection between the first clutch component and the transmission component is not easily damaged.

[0010] In some alternative implementations of this application, the transmission component is rotatably connected to the second clutch component about the axis of the planetary gear train.

[0011] By making the transmission component and the second clutch component rotate around the axis of the planetary gear system, the transmission component can not only drive the second clutch component to move along the axial direction of the planetary gear system, but also generate relative rotation with the second clutch component around the axis of the planetary gear system. It can be understood that the transmission component rotates synchronously with the gear ring, and the second clutch component rotates synchronously with the sun gear. During the relative rotation of the gear ring and the sun gear, the stress between the second clutch component and the transmission component can be released through relative rotation, and the connection between the second clutch component and the transmission component is not easily damaged.

[0012] In some alternative implementations of this application, the transmission element is slidably mounted on the connector along the axial direction of the planetary gear train.

[0013] This design allows the transmission component to be securely mounted on the connector. Furthermore, along the axial direction of the planetary gear train, one of the first and second clutch components is located on one side of the connector, while the drive component is located on the other side. This allows the transmission component to pass through the connector along the axial direction of the planetary gear train, connecting one of the first and second clutch components to the connector. This results in a shorter length of the connector along the axial direction of the planetary gear train, which is beneficial for improving space utilization and reducing material consumption of the connector.

[0014] In some alternative implementations of this application, the drive component includes a housing and a piston. The housing is fixedly connected to the gearbox housing, and the piston is disposed inside the housing, forming a pressure chamber together with the housing. The pressure chamber and the piston are arranged along the axial direction of the planetary gear train, and the piston is rotatably connected to the transmission component.

[0015] In this way, along the axial direction of the planetary gear train, the medium in the pressure chamber can drive the piston to move relative to the housing, allowing the piston to drive the transmission component along the axial direction of the planetary gear train. This transmission component then drives one of the first and second clutch components to move, thus enabling the first and second clutch components to engage or disengage. The movement of the transmission component relative to the gearbox housing along the axial direction of the planetary gear train is achieved hydraulically. Compared to electric motor drive, this application does not require a mechanism to convert rotary motion into linear motion, such as a lead screw and nut mechanism. This application requires fewer components and has a lower cost.

[0016] In some alternative implementations of this application, the actuator further includes a first elastic element disposed between the housing and the piston, configured to drive the piston to move toward the pressure chamber.

[0017] In this way, the force exerted by the first elastic element on the piston is opposite to the force exerted by the medium in the pressure chamber on the piston. When the pressure in the pressure chamber is high, the medium can drive the piston to move against the elastic force of the first elastic element. When the pressure in the pressure chamber is low, the first elastic element can drive the piston to return to its original position. That is, under the action of the first elastic element and the medium in the pressure chamber, the piston can reciprocate along the axis of the planetary gear train. This allows the transmission component to drive one of the first and second clutches to reciprocate along the axis of the planetary gear train, enabling the first and second clutches to switch between engagement and disengagement. Using the first elastic element to achieve the piston's return motion requires fewer components and has a simpler structure.

[0018] In some optional implementations of this application, the actuator further includes a second elastic element, the transmission element is connected to the first clutch element, the second elastic element is disposed between the first clutch element and the sun gear, and the force of the second elastic element acting on the first clutch element is in the same direction as the force of the first elastic element acting on the piston.

[0019] The force exerted by the second elastic element on the piston is opposite to the force exerted by the medium in the pressure chamber on the piston. This means that when the pressure in the pressure chamber is high, the medium can drive the piston to move against the elastic forces of the first and second elastic elements. When the pressure in the pressure chamber is low, the first and second elastic elements can work together to drive the piston in a restoring motion. In this way, the force for piston restoring is shared by the first and second elastic elements, resulting in a smaller load on both elements and allowing for shorter lengths. The second elastic element is positioned between the first clutch and the sun gear. Since planetary gear trains are often compact, the space between the first clutch and the sun gear is often small, allowing the second elastic element to be shorter and better suited to fit within this limited space, facilitating its placement. Furthermore, the combined restoring motion of the piston by the first and second elastic elements enables a higher piston speed, resulting in a faster transmission response.

[0020] In some alternative implementations of this application, the transmission further includes a third elastic element, the transmission element is connected to the second clutch element, the third elastic element is disposed between the second clutch element and the second rotating shaft, and the force of the third elastic element acting on the second clutch element is in the same direction as the force of the first elastic element acting on the piston.

[0021] The force exerted by the third elastic element on the piston is opposite to the force exerted by the medium in the pressure chamber on the piston. This means that when the pressure in the pressure chamber is high, the medium can drive the piston to move against the elastic forces of the first and third elastic elements. When the pressure in the pressure chamber is low, the first and third elastic elements can jointly drive the piston to return to its original position. In this way, the force for piston return is shared by the first and third elastic elements, resulting in lower loads on both elements and allowing for shorter lengths. The third elastic element is positioned between the second clutch and the second shaft. Since planetary gear trains are often compact, and the space between the second clutch and the second shaft is often small, the shorter length of the third elastic element allows it to better fit within this limited space, facilitating its placement. Furthermore, the combined return motion of the piston by the first and third elastic elements allows for a higher piston speed, resulting in faster transmission response.

[0022] In some alternative implementations of this application, the second shaft includes a first shaft segment and a second shaft segment, the direction from the first shaft segment to the second shaft segment is from the sun gear to the connector, the first shaft segment is rotatably engaged with the sun gear, the second clutch is disposed on the second shaft segment, and the transmission component is connected to the second clutch.

[0023] By engaging the first shaft segment with the sun gear, the sun gear can be securely mounted on the first shaft segment. The direction from the first shaft segment to the second shaft segment is from the sun gear towards the connector. The second shaft segment is located close to the connector and the drive component, allowing the second clutch component to be positioned on the second shaft segment, making the connection between the transmission component and the second clutch component more convenient.

[0024] In some alternative implementations of this application, the second clutch element includes a gear hub sleeved on the second shaft segment, the first clutch element includes a gear sleeve fixed coaxially with the sun gear, and the gear hub is configured to engage or disengage with the gear sleeve.

[0025] In this way, the installation of both the first and second clutch components is relatively stable. Moreover, compared with friction clutches, the gear sleeve and gear occupy less space, have higher transmission efficiency, and respond quickly.

[0026] In some alternative implementations of this application, the transmission further includes a first bearing, which is coaxial with the planetary gear train and is disposed between the gear sleeve and the connecting member.

[0027] In this way, the gear sleeve is not only fixedly connected to the sun gear, but also connected to the connecting member through the first bearing, which helps to improve the stability of the gear sleeve installation.

[0028] Secondly, this application provides a vehicle that includes the transmission provided in the first aspect of this application.

[0029] The vehicle provided in this application, including the transmission provided in the first aspect of this application, can achieve the same technical effect as the transmission, namely, it can improve the ease of installation of the drive components. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 These are schematic diagrams of the transmission structure in some embodiments of this application; Figure 2 This is a schematic diagram of the process of separating the first clutch and the second clutch in some embodiments of this application; Figure 3 This is a schematic diagram of the process of engaging the first clutch and the second clutch in some embodiments of this application.

[0032] Explanation of reference numerals in the attached figures: 1. Planetary gear train; 11. Sun gear; 12. Ring gear; 13. Planet carrier; 14. Planet gear; 2. First clutch element; 3. First shaft; 4. Connecting element; 5. Second shaft; 6. Second clutch element; 7. Actuator; 71. Drive element; 711. Housing; 712. Piston; 72. Transmission element; 73. Second bearing; 74. Fourth bearing; 75. First elastic element; 76. Second elastic element; 8. Stop; 9. Baffle. Detailed Implementation

[0033] The technical solutions in this application will now be described clearly and in detail with reference to the accompanying drawings.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this application.

[0035] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0038] A transmission typically regulates speed and torque by adjusting the gear ratios between gears. It generally includes a gear train and a clutch. Switching between the disengaged and engaged states of the clutch can adjust the gear ratios between the various parts of the gear train, thereby regulating speed and torque.

[0039] The switching between the disengaged and engaged states of a clutch requires the actuation of a drive component. However, in related technologies, the space available for arranging the drive component is limited, making its arrangement inconvenient.

[0040] The following analysis addresses the reasons why the space available for arranging the drive components in related technologies is relatively small, leading to inconvenience in their arrangement: In related technologies, a transmission includes a planetary gear train, a first drive shaft, a fixed component, a second drive shaft, and a drive component. The sun gear of the planetary gear train is provided with a first clutch portion. The first drive shaft is coaxial with the planetary gear train. The fixed component is fixed between the first drive shaft and the ring gear of the planetary gear train, and is located on one side of the sun gear along the axial direction. The second drive shaft is coaxial with the planetary gear train and is provided with a second clutch portion. The drive component is configured to drive the second clutch portion to translate axially relative to the first drive shaft, so that the second clutch portion engages or disengages from the first clutch portion. It is understood that the fixed component and the planetary gear train form a cavity. In related technologies, in order to connect the drive component to the second clutch portion, the drive component is placed inside the cavity or on the fixed component. However, the planetary gear train has a relatively compact structure, resulting in a small volume for both the cavity and the fixed component, making the arrangement of the drive component inconvenient.

[0041] This application provides a vehicle, which can be a sedan, an off-road vehicle, or a sport utility vehicle (SUV), etc.

[0042] Please refer to Figure 1 The vehicle provided in this application embodiment includes a transmission, which includes a gear train 1, a first shaft 3, a connecting member 4, a second shaft 5, and an actuator 7. The sun gear 11 of the gear train 1 is provided with a first clutch 2. The first shaft 3 is coaxial with the gear train 1. The connecting member 4 is fixed between the first shaft 3 and the gear ring 12 of the gear train 1. The connecting member 4 is located on one side of the sun gear 11 along the axial direction. The second shaft 5 is coaxial with the gear train 1 and is provided with a second clutch 6. The actuator 7 includes a drive member 71 and a transmission member 72. The drive member 71 is located on the side of the connecting member 4 away from the sun gear 11 and is rotatably connected to the axis of the gear train 1. The drive member 71 is configured to drive the transmission member 72 to move axially relative to the connecting member 4. The transmission member 72 passes through the connecting member 4 and is connected to one of the first clutch 2 and the second clutch 6 so that the first clutch 2 and the second clutch 6 are engaged or disengaged.

[0043] The transmission provided in this application has a drive member 71 located on the side of the connecting member 4 away from the sun gear 11. Compared to arranging the drive member 71 between the sun gear 11 and the connecting member 4, or arranging the drive member 71 on the connecting member 4, this application provides a relatively large space for arranging the drive member 71, facilitating its placement. The drive member 71 is connected to a transmission member 72, which passes through the connecting member 4 and connects to one of the first clutch member 2 and the second clutch member 6. Thus, even though the drive member 71 is located on the side of the connecting member 4 away from the sun gear 11, it can still drive one of the first clutch member 2 and the second clutch member 6 through the transmission member 72, causing the first clutch member 2 and the second clutch member 6 to engage or disengage, enabling the transmission to perform gear shifting. It is understandable that the transmission component 72 passes through the connecting component 4, and the transmission component 72 needs to rotate synchronously with the connecting component 4, that is, the transmission component 72 needs to rotate synchronously with the gear ring 12. This application connects the driving component 71 and the transmission component 72 rotatably around the axis of the planetary gear train 1, so that the driving component 71 does not need to rotate with the transmission component 72. Even when the driving component 71 and the gear ring 12 rotate relative to each other, the stress at the connection between the driving component 71 and the transmission component 72 can be released through relative rotation. The fact that the driving component 71 does not need to rotate with the transmission component 72 makes the arrangement of the driving component 71 more convenient. Therefore, this application can improve the ease of arranging the driving component 71.

[0044] Please refer to Figure 1 In the embodiments of this application, the planetary gear system 1 has the same meaning as commonly understood by those skilled in the art to which this application pertains, including the sun gear 11, planet gears 14, planet carrier 13, and gear ring 12.

[0045] Please refer to Figure 1 In the embodiments of this application, the clutch component has the same meaning as commonly understood by those skilled in the art to which this application pertains. When the first clutch component 2 and the second clutch component 6 are engaged, the first rotating shaft 3 and the second rotating shaft 5 are fixedly connected through the first clutch component 2 and the second clutch component 6. When the first clutch component 2 and the second clutch component 6 are disengaged, the first rotating shaft 3 and the second rotating shaft 5 can rotate relative to each other around their own axes.

[0046] Please refer to Figure 1 In some embodiments of this application, the first rotating shaft 3 can be the output shaft of the transmission, and the second rotating shaft 5 can be the input shaft of the transmission. In other embodiments of this application, the first rotating shaft 3 can be the input shaft of the transmission, and the second rotating shaft 5 can be the output shaft of the transmission. The input shaft can be drivenly connected to at least one of an electric motor or an engine, and the output shaft can be drivenly connected to the axle.

[0047] Please refer to Figure 1In some embodiments of this application, the drive component 71 can be fixedly connected to the gearbox housing. This makes the installation of the drive component 71 more stable. It is understood that the drive component 71 includes a fixed end and an output end. The fixed end is fixedly connected to the housing, and the output end can move relative to the fixed end along the axial direction of the planetary gear train 1. The output end is rotatably connected to the transmission component 72.

[0048] Please refer to Figure 1 In some embodiments of this application, the drive component 71 and the transmission component 72 are connected via a second bearing 73. This provides a more stable connection between the drive component 71 and the transmission component 72, and allows for smoother relative rotation between them. In some embodiments of this application, the second bearing 73 can be a thrust bearing, with its seat ring connected to the transmission component 72 and its shaft ring connected to the drive component 71. Of course, in some embodiments of this application, the second bearing 73 can be a bearing other than a thrust bearing, such as a deep groove ball bearing.

[0049] Please refer to Figure 1 In some embodiments of this application, the transmission member 72 is rotatably connected to the first clutch member 2 about the axis of the planetary gear train 1. By rotatably connecting the transmission member 72 and the first clutch member 2 about the axis of the planetary gear train 1, the transmission member 72 can not only drive the first clutch member 2 to move axially along the planetary gear train 1, but also generate relative rotation with the first clutch member 2 about the axis of the planetary gear train 1. It can be understood that the transmission member 72 rotates synchronously with the gear ring 12, and the first clutch member 2 rotates synchronously with the sun gear 11. During the relative rotation of the gear ring 12 and the sun gear 11, the stress between the first clutch member 2 and the transmission member 72 can be released through relative rotation, and the connection between the first clutch member 2 and the transmission member 72 is not easily damaged.

[0050] Please refer to Figure 1 In some embodiments of this application, the first clutch 2 and the transmission member 72 are connected via a third bearing. This provides a more stable connection between the first clutch 2 and the transmission member 72, and allows for smoother relative rotation between them. In some embodiments of this application, the third bearing can be a thrust bearing, with its seat ring connected to the transmission member 72 and its shaft ring connected to the first clutch 2. Of course, in some embodiments of this application, the third bearing can be a bearing other than a thrust bearing, such as a deep groove ball bearing.

[0051] Please refer to Figure 1In some embodiments of this application, the transmission member 72 is rotatably connected to the second clutch member 6 about the axis of the planetary gear train 1. By rotatably connecting the transmission member 72 and the second clutch member 6 about the axis of the planetary gear train 1, the transmission member 72 can not only drive the second clutch member 6 to move axially along the planetary gear train 1, but also generate relative rotation with the second clutch member 6 about the axis of the planetary gear train 1. It can be understood that the transmission member 72 rotates synchronously with the gear ring 12, and the second clutch member 6 rotates synchronously with the sun gear 11. During the relative rotation of the gear ring 12 and the sun gear 11, the stress between the second clutch member 6 and the transmission member 72 can be released through relative rotation, and the connection between the second clutch member 6 and the transmission member 72 is not easily damaged.

[0052] Please refer to Figure 1 In some embodiments of this application, the second clutch 6 and the transmission member 72 are connected via a fourth bearing 74. This provides a more stable connection between the second clutch 6 and the transmission member 72, and allows for smoother relative rotation between them. In some embodiments of this application, the fourth bearing 74 can be a thrust bearing, with its seat ring connected to the transmission member 72 and its shaft ring connected to the second clutch 6. Of course, in some embodiments of this application, the fourth bearing 74 can be a bearing other than a thrust bearing, such as a deep groove ball bearing.

[0053] Please refer to Figure 1 In some embodiments of this application, the transmission member 72 is slidably mounted on the connector 4 along the axial direction of the planetary gear train 1. This makes the transmission member 72 more securely mounted on the connector 4. Moreover, along the axial direction of the planetary gear train 1, one of the first clutch member 2 and the second clutch member 6 is located on one side of the connector 4, and the drive member 71 is located on the other side of the connector 4. The transmission member 72 is mounted on the connector 4 along the axial direction of the planetary gear train 1 to connect one of the first clutch member 2 and the second clutch member 6 to the connector 4. This makes the length of the connector 4 along the axial direction of the planetary gear train 1 shorter, which is beneficial to improving space utilization and reducing the material consumption of the connector 4.

[0054] Please refer to Figure 1 In some embodiments of this application, the drive component 71 includes a housing 711 and a piston 712. The housing 711 is fixedly connected to the gearbox housing. The piston 712 is disposed inside the housing 711 and together with the housing 711 forms a pressure chamber. The pressure chamber and the piston 712 are arranged along the axial direction of the planetary gear train 1. The piston 712 is rotatably connected to the transmission component 72.

[0055] In this way, along the axial direction of the planetary gear train 1, the medium in the pressure chamber can drive the piston 712 to move relative to the housing 711, so that the piston 712 can drive the transmission component 72 along the axial direction of the planetary gear train 1, and the transmission component 72 can drive one of the first clutch component 2 and the second clutch component 6 to move, so as to realize the engagement or disengagement of the first clutch component 2 and the second clutch component 6. Along the axial direction of the planetary gear train 1, the movement of the transmission component 72 relative to the gearbox housing is achieved by hydraulic drive. Compared with motor drive, this application does not need to set up a mechanism to convert rotary motion into linear motion, such as a lead screw and nut mechanism, etc. The number of parts required by this application is smaller and the cost is lower.

[0056] Please refer to Figure 1 In some embodiments of this application, the liquid in the pressure chamber can be either liquid or gas.

[0057] Please refer to Figure 1 In some embodiments of this application, the drive unit 71 may also be an electric cylinder or a linear motor, etc.

[0058] Please refer to Figure 1 In some embodiments of this application, when the pressure in the pressure chamber is relatively high, the medium in the pressure chamber drives the piston 712 to move relative to the housing 711, so that the first clutch 2 and the second clutch 6 switch from the engaged state to the disengaged state. Alternatively, when the pressure in the pressure chamber is relatively high, the medium in the pressure chamber drives the piston 712 to move relative to the housing 711, so that the first clutch 2 and the second clutch 6 switch from the disengaged state to the engaged state.

[0059] Please refer to Figure 1 In some embodiments of this application, a displacement sensor is provided between the housing 711 and the piston 712, and the displacement sensor is configured to detect the position of the piston 712. Thus, the output of the displacement sensor can be used to determine the state of the first clutch 2 and the second clutch 6.

[0060] Please refer to Figure 1 In some embodiments of this application, the displacement sensor may be a potentiometer-type displacement sensor, a linear variable differential transformer, a magnetostrictive displacement sensor, an eddy current displacement sensor, a capacitive displacement sensor, a laser displacement sensor, or an ultrasonic displacement sensor, etc.

[0061] Please refer to Figure 1In some embodiments of this application, the displacement sensor includes a probe and a magnetic element. The probe is fixedly connected to the housing 711, and the magnetic element is fixedly connected to the piston 712. Along the radial direction of the planetary gear train 1, the magnetic element is disposed on one side of the probe. The probe is configured to detect the position of the magnetic element relative to the housing 711. Along the radial direction of the planetary gear train 1, when the probe and the magnetic element are directly opposite each other, the probe outputs a first signal; when the probe and the magnetic element are away from each other, the probe outputs a second signal. Thus, based on the first and second signals, it can be determined whether the first clutch 2 and the second clutch 6 are in an engaged or disengaged state.

[0062] Please refer to Figure 1 It is understood that the rotating wheel system 1 is generally made of metal. In this embodiment, the relative distance between the driving component 71 and the rotating wheel system 1 can be set to be large, so that the relative distance between the magnetic component and the rotating wheel system 1 can be set to be large, making it less likely that the metal rotating wheel system 1 will affect the detection result of the detection component.

[0063] Please refer to Figure 1 In some embodiments of this application, the actuator 7 further includes a first elastic element 75, which is disposed between the housing 711 and the piston 712 and configured to drive the piston 712 to move toward the pressure chamber.

[0064] In this way, the force exerted by the first elastic element 75 on the piston 712 is opposite to the force exerted by the medium in the pressure chamber on the piston 712. When the pressure in the pressure chamber is high, the medium can drive the piston 712 to move against the elastic force of the first elastic element 75. When the pressure in the pressure chamber is low, the first elastic element 75 can drive the piston 712 to return to its original position. That is, under the action of the first elastic element 75 and the medium in the pressure chamber, the piston 712 can reciprocate along the axial direction of the planetary gear train 1. This allows the transmission component 72 to drive one of the first clutch 2 and the second clutch 6 to reciprocate along the axial direction of the planetary gear train 1, enabling the first clutch 2 and the second clutch 6 to switch between engagement and disengagement. Using the first elastic element to achieve the return motion of the piston 712 requires fewer components and has a simpler structure.

[0065] Please refer to Figure 1 In some embodiments of this application, the first elastic element 75 can be a compression spring or a tension spring. In some embodiments of this application, the transmission also includes a baffle 9, which is fixedly connected to the housing 711. Along the axial direction of the planetary gear train 1, the baffle 9 is disposed opposite to the piston 712, and the first elastic element 75 is supported between the baffle 9 and the piston 712. This makes the installation of the first elastic element 75 more stable.

[0066] Please refer to Figure 1In some embodiments of this application, the actuator 7 further includes a second elastic element 76, the transmission element 72 is connected to the first clutch element 2, the second elastic element 76 is disposed between the first clutch element 2 and the sun gear 11, and the force of the second elastic element 76 acting on the first clutch element 2 is in the same direction as the force of the first elastic element 75 acting on the piston 712.

[0067] The force exerted by the second elastic element 76 on the piston 712 is opposite to the force exerted by the medium in the pressure chamber on the piston 712. This means that when the pressure in the pressure chamber is high, the medium can drive the piston 712 to move against the elastic forces of the first elastic element 75 and the second elastic element 76. When the pressure in the pressure chamber is low, the first elastic element 75 and the second elastic element 76 can jointly drive the piston 712 to return to its original position. Thus, the force for the piston 712's return is shared by the first elastic element 75 and the second elastic element 76, resulting in a smaller load on both elements and allowing for shorter lengths. The second elastic element 76 is positioned between the first clutch 2 and the sun gear 11. Since the structure of the planetary gear train 1 is often compact, the space between the first clutch 2 and the sun gear 11 is often small. The shorter length of the second elastic element 76 allows it to better adapt to the limited space between the first clutch 2 and the sun gear 11, facilitating its arrangement. In addition, the first elastic element 75 and the second elastic element 76 can work together to drive the piston 712 to perform a return motion, which can make the piston 712 move at a higher speed, so that the transmission can be affected more quickly.

[0068] Please refer to Figure 1 In some embodiments of this application, the second elastic element 76 may be a compression spring or a tension spring.

[0069] Please refer to Figure 1 In some embodiments of this application, the transmission further includes a third elastic element. The transmission element 72 is connected to the second clutch element 6. The third elastic element is disposed between the second clutch element 6 and the second rotating shaft 5. The force of the third elastic element acting on the second clutch element 6 is in the same direction as the force of the first elastic element 75 acting on the piston 712.

[0070] The force exerted by the third elastic element on the piston 712 is opposite to the force exerted by the medium in the pressure chamber on the piston 712. This means that when the pressure in the pressure chamber is high, the medium can drive the piston 712 to move against the elastic forces of the first elastic element 75 and the third elastic element. When the pressure in the pressure chamber is low, the first elastic element 75 and the third elastic element can jointly drive the piston 712 to return to its original position. Thus, the force for the piston 712's return is shared by the first elastic element 75 and the third elastic element, resulting in a smaller load on both elements and allowing for shorter lengths. The third elastic element is positioned between the second clutch 6 and the second rotating shaft 5. Since the structure of the planetary gear train 1 is often compact, the space between the second clutch 6 and the second rotating shaft 5 is often small. The shorter length of the third elastic element allows it to better adapt to the limited space between the second clutch 6 and the second rotating shaft 5, facilitating its arrangement. In addition, the first elastic element 75 and the third elastic element can jointly drive the piston 712 to perform a return motion, which can make the piston 712 move at a greater speed, so that the transmission can be affected more quickly.

[0071] Please refer to Figure 1 In some embodiments of this application, the third elastic element can be a compression spring or a tension spring. In some embodiments of this application, the third elastic element can be sleeved on the second rotating shaft 5. This makes the installation of the third elastic element more stable. In some embodiments of this application, the transmission further includes a stop member 8, which includes a cylindrical portion. One end of the cylindrical portion is bent away from the axis to form a plate portion. The plate portion can extend circumferentially along the cylindrical portion to form a circumferential structure. The cylindrical portion is sleeved on the second rotating shaft 5 and fixedly connected to it. The third elastic element is sleeved on the cylindrical portion and axially supported between the plate portion and the second clutch member 6. This makes the installation of the first elastic element 75 more stable.

[0072] Please refer to Figure 1 In some embodiments of this application, and in some optional implementations of this application, the second rotating shaft 5 includes a first shaft segment and a second shaft segment. The direction from the first shaft segment to the second shaft segment is from the sun gear 11 to the connector 4. The first shaft segment is rotatably engaged with the sun gear 11. The second clutch 6 is disposed on the second shaft segment, and the transmission component 72 is connected to the second clutch 6.

[0073] By rotating the first shaft segment with the sun gear 11, the sun gear 11 can be securely mounted on the first shaft segment. The direction from the first shaft segment to the second shaft segment is from the sun gear 11 to the connector 4. The second shaft segment is located close to the connector 4 and the drive member 71, so that the second clutch 6 is located on the second shaft segment, making it easier to connect the transmission member 72 and the second clutch 6.

[0074] Please refer to Figure 1 In some embodiments of this application, the second clutch 6 includes a gear hub sleeved on the second shaft segment, the first clutch 2 includes a gear sleeve fixed coaxially with the sun gear 11, and the gear hub is configured to engage or disengage with the gear sleeve.

[0075] In this way, the installation of the first clutch component 2 and the second clutch component 6 is relatively stable. Moreover, compared with the friction clutch, the gear sleeve and gear occupy less space, have higher transmission efficiency, and respond quickly.

[0076] Please refer to Figure 1 In some embodiments of this application, the transmission further includes a first bearing, which is coaxial with the rotary gear system 1 and is disposed between the gear sleeve and the connecting member 4.

[0077] In this way, the gear sleeve is not only fixedly connected to the sun gear 11, but also connected to the connector 4 through the first bearing, which helps to improve the stability of the gear sleeve installation. Moreover, the connector 4 can also axially limit the sun gear through the gear sleeve.

[0078] Please refer to Figure 1 and Figure 2 In some embodiments of this application, the process of separating the first clutch 2 from the second clutch 6 is as follows: S101, The torque of the control input shaft is less than the separation threshold; S102, Control the flow supply device to fill the pressure chamber with medium; S103, Receive position information of piston 712; S104. In response to receiving the position information of piston 712, determine whether the position of piston 712 is in the first position; S105. If so, determine that the first clutch 2 and the second clutch 6 are separated; S106. If not, control the flow supply device to continue filling the pressure chamber with medium and receive the pressure information of the pressure chamber. S107. In response to receiving the pressure information of the pressure chamber, determine whether the pressure of the pressure chamber has reached the limit. If not, return to S103. S108. If so, receive the relative speed information between the first clutch 2 and the second clutch 6; S109. In response to receiving the relative rotational speed of the first clutch 2 and the second clutch 6, determine whether the relative rotational speed of the first clutch 2 and the second clutch 6 is zero. S110. If not, determine that the first clutch 2 and the second clutch 6 are separated; S111. If so, determine that the first clutch 2 and the second clutch 6 have failed to separate.

[0079] Please refer to Figure 1 and Figure 3 In some embodiments of this application, the separation threshold can be 5 N*m. This minimizes the damage to both the first clutch 2 and the second clutch 6 during the separation process.

[0080] In some embodiments of this application, the pressure limit of the pressure chamber can be 10 bar.

[0081] In some embodiments of this application, the engagement process of the first clutch 2 and the second clutch 6 is as follows: S201. Control the speed difference between the first clutch 2 and the second clutch 6 to be less than the preset speed difference; S202, Control the discharge of medium from the pressure chamber; S203, Receive position information of piston 712; S204. In response to receiving the position information of piston 712, determine whether the position of piston 712 is in the second position. If not, return to S202. S205. If so, the torque of the control input shaft is the preset torque, and the relative speed information of the first clutch 2 and the second clutch 6 is received. S206. In response to receiving the relative rotational speed information between the first clutch 2 and the second clutch 6, determine whether the relative rotational speed between the first clutch 2 and the second clutch 6 is zero. S207. If so, determine that the first clutch 2 and the second clutch 6 are successfully engaged; S208. If not, determine whether the loop parameter has reached the limit. S209. If so, determine that the first clutch 2 and the second clutch 6 have failed to engage.

[0082] S210. If not, control the flow supply device to fill the pressure chamber with medium, increment the circulation parameter by one, and then return to S101.

[0083] The loop parameter represents the number of times S106 is executed.

[0084] In some embodiments of this application, the preset rotational speed can be 50 rpm. In this way, the first clutch 2 and the second clutch 6 are less damaged during the engagement process.

[0085] In some embodiments of this application, the preset torque can be 1 N*m. This minimizes the damage to both the first clutch 2 and the second clutch 6 during engagement.

[0086] The above embodiments are merely illustrative of the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and all should be covered within the scope of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way.

Claims

1. A transmission, characterized in that, include: A planetary gear train (1), wherein the sun gear (11) of the planetary gear train (1) is provided with a first clutch (2); The first rotating shaft (3) is coaxial with the planetary gear train (1); The connector (4) is fixed between the first rotating shaft (3) and the gear ring (12) of the planetary gear train (1), and the connector (4) is located on one side of the sun gear (11) along the axial direction; The second rotating shaft (5) is coaxial with the planetary gear system (1) and is provided with a second clutch (6). The actuator (7) includes a drive member (71) and a transmission member (72). The drive member (71) is located on the side of the connector (4) away from the sun gear (11) and about the axis of the planetary gear train (1). The drive member (71) is rotatably connected to the transmission member (72). The drive member (71) is configured to drive the transmission member (72) to move axially relative to the connector (4). The transmission member (72) passes through the connector (4) and is connected to one of the first clutch member (2) and the second clutch member (6) so that the first clutch member (2) and the second clutch member (6) are engaged or disengaged.

2. The transmission according to claim 1, characterized in that, The transmission member (72) is rotatably connected to one of the second clutch member (6) and the second clutch member (6) about the axis of the planetary gear train (1).

3. The transmission according to claim 1, characterized in that, Along the axial direction of the planetary gear train (1), the transmission member (72) is slidably inserted through the connector (4).

4. The transmission according to claim 1, characterized in that, The drive component (71) includes a housing (711) and a piston (712). The housing (711) is fixedly connected to the gearbox housing. The piston (712) is disposed inside the housing (711) and together with the housing (711) forms a pressure chamber. The pressure chamber and the piston (712) are arranged along the axial direction of the planetary gear train (1). The piston (712) is rotatably connected to the transmission component (72).

5. The transmission according to claim 4, characterized in that, The actuator (7) further includes a first elastic element (75), which is disposed between the housing (711) and the piston (712) and configured to drive the piston (712) to move toward the pressure chamber.

6. The transmission according to claim 5, characterized in that, The actuator (7) further includes a second elastic element (76), the transmission element (72) is connected to the first clutch element (2), the second elastic element (76) is disposed between the first clutch element (2) and the sun gear (11), and the force of the second elastic element (76) acting on the first clutch element (2) is in the same direction as the force of the first elastic element (75) acting on the piston (712); Alternatively, the actuator (7) may further include a third elastic element, the transmission element (72) being connected to the second clutch element (6), the third elastic element being disposed between the second clutch element (6) and the second rotating shaft (5), and the force exerted by the third elastic element on the second clutch element (6) being in the same direction as the force exerted by the first elastic element (75) on the piston (712).

7. The transmission according to any one of claims 1 to 6, characterized in that, The second rotating shaft (5) includes a first shaft segment and a second shaft segment. The direction from the first shaft segment to the second shaft segment is from the sun gear (11) to the connector (4). The first shaft segment is rotatably engaged with the sun gear (11). The second clutch (6) is disposed on the second shaft segment. The transmission member (72) is connected to the second clutch (6).

8. The transmission according to claim 7, characterized in that, The second clutch (6) includes a toothed hub, which is sleeved on the second shaft segment. The first clutch (2) includes a toothed sleeve, which is coaxially fixed with the sun gear (11). The toothed hub is configured to engage or disengage with the toothed sleeve.

9. The transmission according to claim 8, characterized in that, It also includes a first bearing, which is coaxial with the planetary gear train (1) and is disposed between the gear sleeve and the connecting member (4).

10. A vehicle, characterized in that, The transmission comprising any one of claims 1 to 9.

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