Power transmission assembly and vehicle

Abstract

The application relates to the technical field of vehicles and particularly discloses a power transmission assembly and a vehicle. The power transmission assembly comprises a first shaft body, a first gear, a second gear, a clutch, a second shaft body and a third gear. The first shaft body is used for connecting an engine; the first gear is sleeved on the first shaft body and is used for gear adjustment; the second gear is connected to the first shaft body and is arranged in a spaced mode with the first gear; the clutch is arranged between the first gear and the second gear and is used for synchronously rotating or separating the first gear and the second gear; the second shaft body is used for connecting a motor and extends along the axial direction of the first shaft body; the second gear is arranged close to the second shaft body relative to the first gear; and the third gear is connected to the second shaft body and is engaged with the second gear. In the application, the second gear is arranged close to the second shaft body, so that the extension length of the second shaft body is reduced, an additional supporting bearing is not needed, the cost is reduced, and the reliability is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and specifically proposes a power transmission assembly and a vehicle. Background Technology

[0002] Currently, in some vehicle powertrain components, the engine input shaft is a key component connecting the engine, clutch, and generator.

[0003] Specifically, the engine input shaft is connected to an engine input shaft gear, which is located on the side of the clutch furthest from the generator. Therefore, the generator input shaft often requires a relatively long overhang structure to allow the gear on it to mesh with the engine input shaft gear. To ensure sufficient support rigidity and transmission accuracy, additional support bearings must be added to support the generator input shaft. This not only increases the number of parts and manufacturing costs, but the complex shaft structure also increases assembly difficulty and the risk of failure. Utility Model Content

[0004] The purpose of this application is to solve at least some of the technical problems mentioned above, and this purpose is achieved through the following technical solutions: In a first aspect, this application proposes a power transmission assembly, which includes a first shaft, a first gear, a second gear, a clutch, a second shaft, and a third gear. The first shaft is used to connect to an engine; the first gear is loosely fitted onto the first shaft and is used for gear adjustment; the second gear is connected to the first shaft and spaced apart from the first gear; the clutch is disposed between the first gear and the second gear, and is used to cause the first gear and the second gear to rotate synchronously or disengage; the second shaft is used to connect to a motor and extends along the axial direction of the first shaft, wherein the second gear is disposed close to the second shaft relative to the first gear; the third gear is connected to the second shaft and meshes with the second gear.

[0005] In some embodiments, the clutch has a first chamber and a second chamber; the first shaft has a first channel and a second channel that are isolated from each other, the first channel is connected to the first chamber, the second channel is connected to the second chamber, and the oil pressure of the oil in the first chamber is greater than the oil pressure of the oil in the second chamber.

[0006] In some embodiments, the diameter of the first channel is greater than or equal to the diameter of the second channel.

[0007] In some embodiments, the centerline of the first channel coincides with the centerline of the first shaft, and the centerline of the second channel is offset from the centerline of the first shaft.

[0008] In some embodiments, the power transmission assembly further includes a first bearing disposed between the first gear and the first shaft, with a gap between the first bearing and the first shaft; the second channel communicates with the gap.

[0009] In some embodiments, the third gear is located at the end of the second shaft away from the motor.

[0010] In some embodiments, the first gear is connected to a first protrusion that protrudes toward the second gear; the second gear is connected to a second protrusion that protrudes toward the first gear; the clutch includes a friction plate and a support plate disposed between the first and second protrusions, wherein one of the friction plate and the support plate is connected to the first protrusion and the other is connected to the second protrusion; when the friction plate and the support plate press against each other, the first gear and the second gear rotate synchronously; when the friction plate and the support plate separate, the first gear and the second gear operate independently of each other.

[0011] In some embodiments, the first gear and the first protrusion are integrally formed.

[0012] In some embodiments, the second gear is integrally formed with the second protrusion.

[0013] Secondly, this application proposes a vehicle that includes the power transmission assembly of the first aspect.

[0014] The technical solution proposed in this application has at least the following technical effects: In this application, the second gear is positioned closer to the second shaft than the first gear, and a third gear on the second shaft directly meshes with the second gear to support the second shaft. This arrangement, compared to the conventional solution, swaps the positions of the first and second gears, bringing the second gear closer to the extended portion of the second shaft and reducing its extension length. This replaces the traditional structure requiring a longer overhang for the generator input shaft. In other words, this embodiment shortens the required length of the second shaft, avoiding the need for additional support bearings due to excessive overhang. This reduces the number of parts, lowers manufacturing costs, simplifies the shaft system structure, and improves assembly convenience and system reliability. Furthermore, this embodiment results in a more compact transmission path and higher transmission efficiency. Attached Figure Description

[0015] To better integrate the content illustrated in the accompanying drawings with the description of the specific embodiments, a brief introduction to the drawings is provided below. It is understood that the accompanying drawings mentioned below are merely schematic illustrations of some embodiments of the relevant technical solutions and the technical solutions of this application. Without creative effort, those skilled in the art can create drawings illustrating other embodiments.

[0016] Specifically, the annotations for the accompanying drawings are as follows: Figure 1 This is a partial cross-sectional schematic diagram of the power transmission assembly described in some embodiments of this application; Figure 2 This is a partial enlarged cross-sectional view of the power transmission assembly described in some embodiments of this application; Figure 3 This is a schematic diagram of the first flow path of the power transmission assembly described in some embodiments of this application; Figure 4 This is a schematic diagram of the second flow path of the power transmission assembly described in some embodiments of this application; Figure 5 This is a schematic diagram showing the connection between the power transmission assembly and other components described in some embodiments of this application.

[0017] Specifically, the annotations for the figure marks in the specification are as follows: 10. First shaft; 101. First channel; 102. Second channel; 20. First gear; 201. First protrusion; 30. Second gear; 301. Second protrusion; 40. Clutch; 401. First chamber; 402. Second chamber; 403. Piston; 4031. Pressing part; 404. Elastic element; 405. Friction plate; 406. Support plate; 50. Second shaft; 60. Third gear; 70. First bearing; 80. Second bearing; 90. Third bearing; 100. Third shaft; 110. Fourth gear; 120. Differential. Detailed Implementation

[0018] To make the embodiments of this application clearer, they will be described below in conjunction with the accompanying drawings. It should be understood that the content mentioned below represents only some embodiments of this application, and not all embodiments are listed exhaustively. Therefore, other embodiments that can be obtained based on the following embodiments without any inventive effort fall within the protection scope of this application.

[0019] It should be understood that the terminology used herein is for the purpose of describing specific embodiments only and is not intended to impose strict limitations on the technical solutions unless the context clearly indicates otherwise. For example, the use of "a," "an," and "the" to modify a feature does not preclude the possibility that the feature may be plural in other embodiments.

[0020] It should be understood that the terms "comprising," "including," and "having" are open-ended, indicating the presence of the stated features but not excluding the possibility of other features in the embodiment. Similarly, the use of terms such as "first," "second," etc., to describe multiple features only indicates the distinction between one feature and another, and such terms do not imply order or sequence unless explicitly stated in the context.

[0021] It should be understood that, unless the context clearly indicates otherwise, the terms "setup," "connection," and "installation" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integrated connection; they can refer to a direct connection or an indirect connection via a medium. Those skilled in the art will understand the specific meaning of these terms in this document based on the specific circumstances.

[0022] In addition, for ease of description, the text will use terms of spatial relative relationship to describe the position of one feature relative to another feature, such as "inner", "outer", "end", "side", "upper", "middle", "lower", "high", "low", "axial", "circumferential", "radial", "horizontal", "vertical", "first direction", "second direction", etc. It can be understood that the spatial relative relationship between two features should include other specific situations besides those shown in the accompanying drawings of the specification.

[0023] The background technology of the embodiments in this application is further described below.

[0024] Currently, in some vehicles, the engine input shaft is a key component connecting the engine, clutch, and generator in the powertrain.

[0025] Specifically, the engine input shaft is connected to an engine input shaft gear, which is located on the side of the clutch furthest from the generator. Therefore, the generator input shaft often requires a relatively long overhang structure to allow the gear on it to mesh with the engine input shaft gear. To ensure sufficient support rigidity and transmission accuracy, additional support bearings must be added to support the generator input shaft. This not only increases the number of parts and manufacturing costs, but the complex shaft structure also increases assembly difficulty and the risk of failure.

[0026] Furthermore, to form the clutch oil chamber, the clutch outer hub is usually connected to the relevant gears or shafts by welding. The high-temperature thermal stress generated during welding inevitably leads to dimensional deformation of the components, affecting dynamic balance and assembly accuracy. At the same time, defects such as porosity and incomplete penetration may exist at the weld, which can become fatigue crack initiation points under long-term alternating loads, reducing the reliability and service life of the product.

[0027] Furthermore, on the one hand, to lubricate and cool components such as bearings and clutches, a through-slot is provided in the engine input shaft to supply low-pressure oil; on the other hand, high-pressure oil is needed to engage and disengage the clutch. In traditional structures, this typically relies on external high-pressure metal oil pipes or hoses, with part of the pipe extending into the through-slot of the engine input shaft. That is, high-pressure oil flows inside the pipe, while low-pressure oil flows between the outer wall of the pipe and the wall of the through-slot. However, these additional pipes not only have a complex layout and increase weight, but are also prone to fatigue fracture or joint leakage under vibration, making them a weak point in the system.

[0028] The embodiments of this application are described below with reference to the accompanying drawings. It can be understood that the technical features involved in the different embodiments described below can be combined with each other as long as they do not conflict with each other.

[0029] Firstly, combining Figures 1 to 5 Key reference Figure 1 and Figure 2 This application provides a power transmission assembly comprising a first shaft 10, a first gear 20, a second gear 30, a clutch 40, a second shaft 50, and a third gear 60. The first shaft 10 is used to connect to an engine; the first gear 20 is loosely fitted onto the first shaft 10 and is used for gear adjustment; the second gear 30 is connected to the first shaft 10 and spaced apart from the first gear 20; the clutch 40 is located between the first gear 20 and the second gear 30, and is used to cause the first gear 20 and the second gear 30 to rotate synchronously or disengage; the second shaft 50 is used to connect to a motor and extends along the axial direction of the first shaft 10, wherein the second gear 30 is positioned close to the second shaft 50 relative to the first gear 20; the third gear 60 is connected to the second shaft 50 and meshes with the second gear 30.

[0030] In this embodiment, the second gear 30 is positioned closer to the second shaft 50 relative to the first gear 20, and the third gear 60 on the second shaft 50 directly meshes with the second gear 30 to support the second shaft 50. This arrangement, compared to the conventional solution, swaps the positions of the first gear 20 and the second gear 30, bringing the second gear 30 closer to the extended portion of the second shaft 50 and reducing its extension length. This replaces the traditional structure requiring a longer overhang for the generator input shaft. In other words, this embodiment shortens the required length of the second shaft 50, avoiding the need for additional support bearings due to excessive overhang. This reduces the number of parts, lowers manufacturing costs, simplifies the shaft structure, and improves assembly convenience and system reliability. Furthermore, this embodiment results in a more compact transmission path and higher transmission efficiency.

[0031] Specifically, the engine and motor are not shown in the figure. Optionally, the motor is an integrated generator and drive unit, that is, the motor in this embodiment can be switched to generator mode to generate electricity under the drive of the engine, or it can be switched to drive mode to assist the engine in driving the vehicle.

[0032] Specifically, refer to Figure 5 In some embodiments, the engine is driven to the first shaft 10, and a second gear 30 is mounted on the first shaft 10, that is, the second gear 30 rotates synchronously with the first shaft 10; in addition, the motor is driven to the second shaft 50, and a third gear 60 is mounted on the second shaft 50, that is, the third gear 60 rotates synchronously with the second shaft 50; and the third gear 60 meshes with the second gear 30. Therefore, through the cooperation of the second gear 30 and the third gear 60, the first shaft 10 not only achieves the purpose of supporting the second shaft 50, but also realizes the power transmission between the two.

[0033] Furthermore, when the vehicle is first started, the engine speed is relatively slow, that is, the speed of the first shaft 10 is relatively low. At this time, the motor can be in drive motor mode and use the power transmission path of the second shaft 50, the third gear 60, the second gear 30 and the first shaft 10 to do work on the first shaft 10, increasing its speed. When the vehicle has traveled normally, the engine speed has increased, that is, the speed of the first shaft 10 will reach a certain threshold. It will use the power transmission path of the first shaft 10, the second gear 30, the third gear 60 and the second shaft 50 to do work on the second shaft 50. At this time, the motor can be in generator mode, and the second shaft 50 drives the motor to generate electricity.

[0034] In addition, refer to Figure 5 A first gear 20 is loosely fitted on the first shaft 10. The first gear 20 and the second gear 30 are coupled or decoupled by a clutch 40. More specifically, in some embodiments, the first gear 20 meshes with a fourth gear 110 fitted on the third shaft 100, and the third shaft 100 is connected to the differential 120, which is connected to the wheels. That is to say, when the first gear 20 and the second gear 30 are coupled, the engine power can reach the wheels through the power transmission path of the first shaft 10, the second gear 30, the first gear 20, the fourth gear 110, the third shaft 100 and the differential 120. The transmission control at a certain gear is achieved through multiple gear ratios. Therefore, whether the first gear 20 and the second gear 30 are coupled or not belongs to different gear selections. The first gear 20 can be called a gear used for gear adjustment.

[0035] It should be noted that, referring to Figure 1 and Figure 2The first shaft 10 is also provided with a second bearing 80 for support, and the second shaft 50 is also provided with a third bearing 90 for support. It should be understood that the number of shafts on the second shaft 50 is less than that in the structure in the prior art, but it can still achieve the effect of sufficient support.

[0036] In some embodiments, combined with Figures 2 to 4 The clutch 40 is provided with a first chamber 401 and a second chamber 402; the first shaft 10 is provided with a first channel 101 and a second channel 102 that are isolated from each other. The first channel 101 is connected to the first chamber 401, and the second channel 102 is connected to the second chamber 402. The oil pressure of the oil filling the first chamber 401 is greater than the oil pressure of the oil filling the second chamber 402.

[0037] In this embodiment, two independent channels are provided inside the first shaft 10: the first channel 101 connects to the high-pressure first chamber 401, and the second channel 102 connects to the low-pressure second chamber 402. This directly supplies high- and low-pressure oil to the clutch 40, eliminating the need for external oil pipes, simplifying the system structure, and reducing leakage risks and weight. Simultaneously, it avoids fatigue fracture of external pipes due to vibration, improving the reliability of clutch 40 control.

[0038] In some embodiments, refer to Figure 1 The diameter of the first channel 101 is greater than or equal to the diameter of the second channel 102.

[0039] In this embodiment, the high-pressure chamber requires high oil pressure and large flow rate. The larger diameter of the first channel 101 reduces oil flow resistance, ensuring rapid filling and pressure stability of the high-pressure oil. The low-pressure chamber has lower flow rate requirements, and the smaller diameter of the second channel 102 optimizes the oil flow rate and reduces energy loss. This differential diameter design balances the flow efficiency of both high- and low-pressure oils, improving the response speed and control accuracy of the clutch 40.

[0040] In some embodiments, refer to Figure 1 The center line of the first channel 101 is set to coincide with the center line of the first shaft 10, and the center line of the second channel 102 is set to be offset from the center line of the first shaft 10.

[0041] In this embodiment, the coaxial design of the first channel 101 and the first shaft 10 can reduce the frictional resistance of the oil flow and improve the high-pressure oil transmission efficiency; the staggered arrangement of the second channel 102 avoids interference with the first channel 101, and at the same time facilitates its connection with other structures (such as lubrication paths), optimizes the internal spatial layout of the first shaft 10, and reduces the processing difficulty.

[0042] In some embodiments, combined with Figure 1 , Figure 2 and Figure 4 The power transmission assembly also includes a first bearing 70, which is disposed between the first gear 20 and the first shaft 10, and there is a gap between the first bearing 70 and the first shaft 10; the second channel 102 communicates with the gap.

[0043] In this embodiment, low-pressure oil from the second channel 102 can flow into the first bearing 70 through the gap, achieving lubrication and cooling of the first bearing 70 without the need for additional lubrication pipelines. This design simplifies the lubrication structure of the first bearing 70, while utilizing the flow of low-pressure oil to remove heat, extending the life of the first bearing 70 and improving system reliability.

[0044] In some embodiments, refer to Figure 1 and Figure 3 The third gear 60 is located at the end of the second shaft 50 away from the motor.

[0045] In this embodiment, arranging the third gear 60 at the free end of the second shaft 50 (away from the motor side) makes the power transmission path more direct and reduces energy loss in torque transmission. Simultaneously, this arrangement avoids interference between the third gear 60 and the internal structure of the motor, optimizing the integration space between the motor and the transmission components. Furthermore, the third gear 60 is located at the end of the second shaft 50 and meshes with the second gear 30, thereby enhancing the support effect on the second shaft 50 and reducing the number of bearings required.

[0046] In some embodiments, refer to Figure 2 The first gear 20 is connected to a first protrusion 201, which protrudes towards the second gear 30; the second gear 30 is connected to a second protrusion 301, which protrudes towards the first gear 20; the clutch 40 includes a friction plate 405 and a support plate 406 disposed between the first protrusion 201 and the second protrusion 301, wherein one of the friction plate 405 and the support plate 406 is connected to the first protrusion 201 and the other is connected to the second protrusion 301; when the friction plate 405 abuts against the support plate 406, the first gear 20 and the second gear 30 rotate synchronously; when the friction plate 405 separates from the support plate 406, the first gear 20 and the second gear 30 are independent of each other.

[0047] In this embodiment, the conventional clutch 40 is typically arranged independently of the gears, occupying a large axial space. This embodiment integrates the clutch 40 between the protrusions of the first and second gears 30, using the protrusions as the connecting carrier of the clutch 40, thus shortening the axial length and making the structure more compact. Simultaneously, the protrusions, as a rigid connecting structure, can improve the installation rigidity of the clutch 40 friction plate 405 / support plate 406, reduce deformation during transmission, and improve the response accuracy of the clutch 40 in engagement and disengagement.

[0048] It should be noted that, in combination Figure 2 and Figure 3 The clutch 40 includes a piston 403 and an elastic element 404. The piston 403 separates a first chamber 401 and a second chamber 402. The elastic element 404 is located in the second chamber 402 and presses against the piston 403. The first channel 101 and the first chamber 401 form a first flow path. When high-pressure oil is injected into the first flow path, it will squeeze the piston 403 towards the second chamber 402. The piston 403 is provided with a pressing part 4031, which can press against the friction plate 405 or the support plate 406, thereby causing the friction plate 405 to press against the support plate 406, and the first gear 20 and the second gear 30 to achieve power coupling.

[0049] Understandably, when high-pressure oil flows out of the first chamber 401, the piston 403 will reset under the pressure of the elastic element 404, thereby separating the pressing part 4031 of the piston 403 from the friction plate 405 or the support plate 406, and then the friction plate 405 separates from the support plate 406, so that the first gear 20 and the second gear 30 achieve power decoupling.

[0050] In addition, combined Figure 2 and Figure 4 The second channel 102, the second chamber 402, and the bearing clearance form a second flow path. The second flow path is through which low-pressure oil flows. The low-pressure oil can lubricate and cool the components, and at the same time balance and buffer the pressure between the first chamber 401 and the first chamber 401.

[0051] Specifically, the support plate 406 may be a steel plate, and in some embodiments, multiple support plates 406 and multiple friction plates 405 are alternately distributed.

[0052] In some embodiments, refer to Figure 2 The first gear 20 and the first protrusion 201 are integrally formed.

[0053] In some embodiments, refer to Figure 2 The second gear 30 and the second protrusion 301 are integrally formed.

[0054] In the above embodiments, the one-piece molding design avoids assembly gaps and connection interfaces between the gear and the protrusion, improving the overall strength and rigidity of the part. This embodiment replaces the welding method in traditional solutions, avoiding dimensional deformation of the component caused by high-temperature thermal stress generated during welding, which affects dynamic balance and assembly accuracy. It also simplifies the processing flow, reduces manufacturing costs, extends the service life of the component, and improves reliability.

[0055] Optionally, the first gear 20 and the first protrusion 201 and / or the second gear 30 and the second protrusion 301 are integrally formed by a spinning process.

[0056] Secondly, this application proposes a vehicle that includes the power transmission assembly of the first aspect.

[0057] Understandably, the vehicle of the second aspect possesses all the technical effects of the power transmission components of the first aspect, and its specific technical effects will not be elaborated further.

[0058] Optionally, the vehicle in the second aspect is a hybrid vehicle.

[0059] It should be noted that the vehicle in this embodiment may also include other components, such as a frame, a running gear, etc. Other components will not be described in detail here.

[0060] In particular, the term "and / or" in this application should be understood as follows: In the first case, the term “and / or” between the first subject and the second subject includes any of the following meanings: (1) only the first subject; (2) only the second subject; and (3) both the first subject and the second subject.

[0061] In the second case, the term "and / or" between the last two of three or more subjects means that at least one of the subjects is included. For example, "first subject, second subject and / or third subject" has the same meaning as "first subject and / or second subject and / or third subject", specifically including the following combinations: (1) only the first subject; (2) only the second subject; (3) only the third subject; (4) first subject and second subject and no third subject; (5) first subject and third subject and no second subject; (6) second subject and third subject and no first subject; and (7) first subject, second subject and third subject; Furthermore, the character " / " in this application indicates that the objects before and after it are in an "or" relationship.

[0062] Finally, although the embodiments of this application have been described above in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the concept of this application, and such modifications and variations all fall within the scope of protection of this application.

Claims

1. A power transmission component, characterized in that, include: The first shaft (10) is used to connect the engine; The first gear (20) is loosely fitted onto the first shaft (10) and is used for gear adjustment; The second gear (30) is connected to the first shaft (10) and is spaced apart from the first gear (20); A clutch (40) is disposed between the first gear (20) and the second gear (30) for causing the first gear (20) and the second gear (30) to rotate synchronously or disengage. The second shaft (50) is used to connect the motor. The second shaft (50) extends along the axial direction of the first shaft (10). The second gear (30) is disposed close to the second shaft (50) relative to the first gear (20). The third gear (60) is connected to the second shaft (50) and meshes with the second gear (30).

2. The power transmission assembly according to claim 1, characterized in that, The clutch (40) is provided with a first chamber (401) and a second chamber (402). The first shaft (10) is provided with a first channel (101) and a second channel (102) that are isolated from each other. The first channel (101) is connected to the first chamber (401), and the second channel (102) is connected to the second chamber (402). The oil pressure of the oil filling the first chamber (401) is greater than the oil pressure of the oil filling the second chamber (402).

3. The power transmission assembly according to claim 2, characterized in that, The diameter of the first channel (101) is greater than or equal to the diameter of the second channel (102).

4. The power transmission assembly according to claim 2, characterized in that, The centerline of the first channel (101) coincides with the centerline of the first shaft (10), and the centerline of the second channel (102) is offset from the centerline of the first shaft (10).

5. The power transmission assembly according to claim 2, characterized in that, The power transmission assembly also includes a first bearing (70), which is disposed between the first gear (20) and the first shaft (10), and there is a gap between the first bearing (70) and the first shaft (10); the second channel (102) communicates with the gap.

6. The power transmission assembly according to claim 1, characterized in that, The third gear (60) is located at the end of the second shaft (50) away from the motor.

7. The power transmission assembly according to any one of claims 1 to 6, characterized in that, The first gear (20) is connected to a first protrusion (201), which protrudes toward the second gear (30); the second gear (30) is connected to a second protrusion (301), which protrudes toward the first gear (20); The clutch (40) includes a friction plate (405) and a support plate (406) disposed between the first protrusion (201) and the second protrusion (301), wherein one of the friction plate (405) and the support plate (406) is connected to the first protrusion (201) and the other is connected to the second protrusion (301). When the friction plate (405) presses against the support plate (406), the first gear (20) and the second gear (30) rotate synchronously; when the friction plate (405) separates from the support plate (406), the first gear (20) and the second gear (30) operate independently.

8. The power transmission assembly according to claim 7, characterized in that, The first gear (20) and the first protrusion (201) are integrally formed.

9. The power transmission assembly according to claim 7, characterized in that, The second gear (30) and the second protrusion (301) are integrally formed.

10. A vehicle, characterized in that, Includes the power transmission assembly as described in any one of claims 1 to 9.

Images