Power transmission system and traveling device

Abstract

A power transmission system and a traveling device. The power transmission system comprises: a first input shaft (110); an engine (230) fixedly connected to the first input shaft; a first motor (210) fixedly connected to the first input shaft; a second input shaft (120); a second motor (220) fixedly connected to the second input shaft; an intermediate shaft (130) parallel to and spaced apart from the first input shaft; a first transmission assembly (610), wherein the first transmission assembly is rotatably connected to the first input shaft in a rotating direction, and the first transmission assembly is fixedly connected to the intermediate shaft; a second transmission assembly (620), wherein the second input shaft is connected to the intermediate shaft by means of the second transmission assembly; and a synchronizer (810) arranged on the first input shaft, wherein the synchronizer has a connected state of being connected to the first transmission assembly or a disconnected state of being spaced apart from the first transmission assembly. According to the power transmission system, by means of the engine, the application scenarios of the power transmission system can be increased, and by means of the motors, the emission requirements can be satisfied, thereby greatly improving the adaptability of the power transmission system.

Description

Powertrain and driving equipment Technical Field

[0001] The present application relates to the field of power technology, and in particular to a power transmission system and a driving device. Background Art

[0002] Currently, traditional fuel vehicles typically use petroleum as their energy source. With resource scarcity and the environmental pollution caused by vehicle exhaust emissions, national regulations on vehicle exhaust emissions are becoming increasingly stringent. Consequently, many automakers have begun developing electric vehicles. However, electric vehicles require specific charging locations, which limits their application scenarios.

[0003] Summary of the Invention

[0004] One of the purposes of this application is to provide a power transmission system to solve the problem in the prior art that electric vehicles need to be charged in specific charging places, which limits the application scenarios of electric vehicles; the second purpose is to provide a driving device.

[0005] In order to achieve the above objectives, the technical solutions adopted in this application are as follows:

[0006] A power transmission system comprising:

[0007] first input shaft;

[0008] an engine, fixedly connected to the first input shaft;

[0009] a first motor, fixedly connected to the first input shaft;

[0010] Second input shaft;

[0011] a second motor, fixedly connected to the second input shaft;

[0012] an intermediate shaft, parallel to and spaced apart from the first input shaft;

[0013] A first transmission assembly; the first transmission assembly is rotatably connected to the first input shaft in a rotational direction; the first transmission assembly is fixedly connected to the intermediate shaft;

[0014] a second transmission assembly; the second input shaft is connected to the intermediate shaft through the second transmission assembly;

[0015] A synchronizer is provided on the first input shaft; the synchronizer has a connected state with the first transmission assembly or a disconnected state spaced apart from the first transmission assembly.

[0016] In some optional implementations, when the synchronizer is in a disconnected state,

[0017] The first motor is used to drive the first input shaft to rotate so that the rotation speed of the first input shaft matches the rotation speed of the first transmission assembly.

[0018] In some optional implementations, when the rotational speed of the first input shaft matches the rotational speed of the first transmission assembly,

[0019] The synchronizer is used to switch from the disconnected state to the connected state to provide power through the engine or to adjust a transmission ratio between the first input shaft and the intermediate shaft.

[0020] In some optional implementations, when the synchronizer is in a disengaged state, the engine is used to drive the first input shaft to rotate, and the first motor is in a power generation state.

[0021] In some optional implementations, when the synchronizer is in a connected state, the engine is used to drive the first input shaft to rotate, and the second motor is used to drive the second input shaft to rotate and is in a driving state, or the second motor is in a generating state as the second input shaft rotates.

[0022] In some optional implementations, the first transmission assembly includes:

[0023] a first sub-first transmission assembly, wherein the first sub-first transmission assembly is rotatably connected to the first input shaft in a rotation direction; and the first sub-first transmission assembly is fixedly connected to the intermediate shaft;

[0024] a second sub-first transmission assembly spaced apart from the first sub-first transmission assembly in the axial direction of the first input shaft; the second sub-first transmission assembly and the first sub-first transmission assembly having different transmission ratios, the second sub-first transmission assembly being rotatably connected to the first input shaft in a rotational direction; and the second sub-first transmission assembly being fixedly connected to the intermediate shaft;

[0025] The synchronizer has a first connection state in which it is connected to the first sub-first transmission assembly, and a second connection state in which it is connected to the second sub-first transmission assembly.

[0026] In some optional implementations, when the synchronizer switches from the first connection state to the second connection state,

[0027] The first motor is used to drive the first input shaft to rotate so that the rotation speed of the first input shaft matches the rotation speed of the second sub-first transmission assembly.

[0028] In some optional implementations, a controller is further included;

[0029] The controller is used to control the synchronizer to move relative to the first input shaft so that the synchronizer switches between the connected state and the disconnected state; or,

[0030] The controller is used to control the first motor to be in a driving state or a power generation state; or,

[0031] The controller is used to control the second motor to be in a driving state or a power generation state.

[0032] In some optional implementations, the method further includes:

[0033] an output shaft, parallel to and spaced apart from the first input shaft;

[0034] A third transmission assembly, the intermediate shaft is connected to the output shaft through the third transmission assembly.

[0035] Some optional implementations include:

[0036] a first input gear rotatably disposed on the first input shaft;

[0037] a second input gear rotatably disposed on the first input shaft; the synchronizer is located between the second input gear and the first input gear;

[0038] a third input gear fixed to the second input shaft;

[0039] a first intermediate gear fixed to the intermediate shaft and meshing with the first input gear;

[0040] a second intermediate gear fixed to the intermediate shaft and meshing with the second input gear;

[0041] a third intermediate gear fixed to the intermediate shaft and meshing with the third input gear;

[0042] An output gear is fixed to the output shaft; the output gear is cooperatively connected with the intermediate shaft;

[0043] The first transmission assembly includes a first sub-first transmission assembly and a second sub-first transmission assembly, the second sub-first transmission assembly has a different gear ratio from the first sub-first transmission assembly, the first sub-first transmission assembly includes a first input gear and the first intermediate gear, and the second sub-first transmission assembly includes a second input gear and the second intermediate gear;

[0044] The second transmission assembly includes the third input gear and the third intermediate gear; and the third transmission assembly includes the output gear.

[0045] In some optional implementations, one of the first intermediate gear, the second intermediate gear, and the third intermediate gear is meshed with the output gear.

[0046] In some optional implementations, the first input shaft and the second input shaft are located on the same side of the intermediate shaft;

[0047] The first input shaft and the output shaft are located on opposite sides of the intermediate shaft.

[0048] In some optional implementations,

[0049] The engine has a drive shaft; the first motor has a first rotating shaft; both ends of the first rotating shaft are fixedly connected to the first input shaft and the drive shaft respectively;

[0050] The second motor has a second rotating shaft; the second rotating shaft is fixedly connected to the second input shaft.

[0051] An embodiment of the present application also provides a traveling device, comprising the power transmission system described in the embodiment of the present application.

[0052] The power transmission system in the embodiment of the present application can increase the application scenarios of the power transmission system through the engine; can meet emission requirements through the motor; thereby greatly improving the adaptability of the power transmission system. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] FIG1 is a schematic diagram of an optional structure of a power transmission system in an embodiment of the present application;

[0054] FIG2 is an optional power transmission schematic diagram of the power transmission system in an embodiment of the present application;

[0055] FIG3 is an optional power transmission schematic diagram of the power transmission system in an embodiment of the present application.

[0056] Figure numerals: 110, first input shaft; 120, second input shaft; 130, intermediate shaft; 140, output shaft; 210, first motor; 220, second motor; 230, engine; 310, first input gear; 320, second input gear; 330, third input gear; 410, first intermediate gear; 420, second intermediate gear; 430, third intermediate gear; 510, output gear; 610, first transmission assembly; 611, first sub-first transmission assembly; 612, second sub-first transmission assembly; 620, second transmission assembly; 630, third transmission assembly; 710, first bearing; 720, second bearing; 730, third bearing; 740, fourth bearing; 750, fifth bearing; 760, sixth bearing; 810, synchronizer. DETAILED DESCRIPTION

[0057] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0058] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0059] The power transmission system of the embodiment of the present application is described in detail below with reference to Figures 1 to 3. The arrows in Figures 2 and 3 indicate the direction of power transmission of the power system.

[0060] As shown in FIG1 , the power transmission system includes: a first input shaft 110, an engine 230, a first motor 210, a second input shaft 120, a second motor 220, an intermediate shaft 130, a first transmission assembly 610, a second transmission assembly 620, and a synchronizer 810. The engine 230 is fixedly connected to the first input shaft 110; the first motor 210 is fixedly connected to the first input shaft 110; the second motor 220 is fixedly connected to the second input shaft 120; the intermediate shaft 130 is parallel to the first input shaft 110 and spaced apart; the first transmission assembly 610 is rotatably connected to the first input shaft 110 in the rotation direction; the first transmission assembly 610 is fixedly connected to the intermediate shaft 130; the second input shaft 120 is connected to the intermediate shaft 130 via the second transmission assembly 620; and the synchronizer 810 is disposed on the first input shaft 110. The synchronizer 810 can be connected to the first transmission assembly 610 or disconnected from the first transmission assembly 610.

[0061] In the related art, electric vehicles need to be charged at specific charging places, which limits the application scenarios of electric vehicles; while the power transmission system of the present application includes an engine 230, a first motor 210, and a second motor 220; it can provide power not only through the engine 230 but also through the motor, and the application scenarios of the power transmission system can be increased by the engine 230; the power provided by the motor can also meet emission requirements, thereby greatly improving the adaptability of the power transmission system. In addition, the power transmission system in the related art is provided with a clutch, and the two shafts are connected by the clutch. In this case, the axial setting size of the power transmission system is relatively large. At the same time, the working principle of the clutch is to achieve power coupling through sliding friction. Sliding friction easily generates high temperature, and a corresponding cooling system needs to be designed, thereby increasing the complexity of the power system; while the power transmission system of the present application does not have a clutch, which can reduce the axial setting size of the power transmission system and reduce the complexity of the power system.

[0062] In the embodiment of the present application, the power transmission system can be used for a traveling device, so as to provide power to the traveling device through the power transmission system.

[0063] In the embodiment of the present application, the first input shaft 110 may be rotatably disposed, the second input shaft 120 may be rotatably disposed, and the intermediate shaft 130 may be rotatably disposed. For example, the power transmission system may further include a housing. As shown in FIG1 , the first input shaft 110 may be rotatably disposed within the housing via a first bearing 710 ; the second input shaft 120 may be rotatably disposed within the housing via a second bearing 720 ; and the intermediate shaft 130 may be rotatably disposed within the housing via a third bearing 730 and a fourth bearing 740 .

[0064] The power transmission system may further include an output shaft 140 , which may be rotatably disposed. For example, as shown in FIG1 , the output shaft 140 may be rotatably disposed in the housing via a fifth bearing 750 and a sixth bearing 760 .

[0065] The relative positions of the first input shaft 110, the second input shaft 120, the intermediate shaft 130, and the output shaft 140 are not limited. For example, as shown in FIG1 , the first input shaft 110 and the second input shaft 120 are located on the same side of the intermediate shaft 130; the first input shaft 110 and the output shaft 140 are located on opposite sides of the intermediate shaft 130, thereby reducing the shaft installation space required for the powertrain. Since the first input shaft 110 and the second input shaft 120 are located on the intermediate shaft 130, the installation space for the first input shaft 110 and the second input shaft 120 is similar to that of a single input shaft, thus achieving a powertrain with space for three parallel shafts.

[0066] In the embodiment of the present application, the engine 230 may include a drive shaft, and the drive shaft of the engine 230 may be directly fixedly connected to the first input shaft 110, or may be fixedly connected to the first input shaft 110 via other structural members. For example, the drive shaft of the engine 230 may be fixedly connected to the first input shaft 110 via a coupling.

[0067] Here, the type of engine 230 is not limited. For example, the engine 230 can be a gasoline engine or a diesel engine.

[0068] The first motor 210 has a first rotating shaft, which can be directly fixedly connected to the first input shaft 110 or fixedly connected to the first input shaft 110 via other structural components. For example, the first rotating shaft can be fixedly connected to the first input shaft 110 via a coupling.

[0069] The relative positions of the first motor 210, the first input shaft 110 and the engine 230 are not limited. For example, both ends of the first rotating shaft are fixedly connected to the first input shaft 110 and the driving shaft respectively.

[0070] Here, the first motor 210 can be a motor that provides power to the outside, or a motor that can generate electricity. Of course, the first motor 210 can both provide power to the outside and generate electricity.

[0071] The second motor 220 has a second rotating shaft, which can be directly fixedly connected to the second input shaft 120 or fixedly connected to the second input shaft 120 via other structural components. For example, the second rotating shaft can be fixedly connected to the second input shaft 120 via a coupling.

[0072] Here, the second motor 220 is a motor that provides power to the outside. Of course, the second motor 220 can also be a motor that can generate electricity.

[0073] In an embodiment of the present application, the synchronizer 810 is fixedly connected to the first input shaft 110 in the rotational direction; the synchronizer 810 is movably connected to the first input shaft 110 in the axial direction, so that the synchronizer 810 has a connected state connected to the first transmission group or a disconnected state spaced apart from the first transmission group.

[0074] The manner in which the synchronizer 810 is disposed on the first input shaft 110 is not limited, as long as the synchronizer 810 is fixedly connected to the first input shaft 110 in the rotational direction and movably connected to the first input shaft 110 in the axial direction. For example, the synchronizer 810 may be provided with an internal spline, and the first input shaft 110 may be provided with an external spline that mates with the internal spline.

[0075] The power for the synchronizer 810 to move along the first input shaft 110 may be provided by a driving motor or a cylinder.

[0076] In this embodiment of the present application, the power transmission system may further include an output shaft 140 and a third transmission assembly 630. The output shaft 140 is parallel to and spaced apart from the first input shaft 110. The intermediate shaft 130 is connected to the output shaft 140 via the third transmission assembly 630, so that power is transmitted between the intermediate shaft 130 and the output shaft 140 via the third transmission assembly 630.

[0077] The structure of the first transmission assembly 610 is not limited, as long as it can transmit power. The structure of the second transmission assembly 620 is not limited, as long as it can transmit power. The structure of the third transmission assembly 630 is not limited, as long as it can transmit power.

[0078] The first transmission assembly 610 may be loosely sleeved on the first input shaft 110 , so that the first transmission assembly 610 and the first input shaft 110 are rotatably connected in the rotation direction.

[0079] The first transmission assembly 610 may include: a first sub-first transmission assembly 611 and a second sub-first transmission assembly 612, the first sub-first transmission assembly 611 being rotatably connected to the first input shaft 110 in the rotation direction; the first sub-first transmission assembly 611 being fixedly connected to the intermediate shaft 130; the second sub-first transmission assembly 612 being axially spaced from the first sub-first transmission assembly 611 on the first input shaft 110; the second sub-first transmission assembly 612 having a different transmission ratio from the first sub-first transmission assembly 611, the second sub-first transmission assembly 612 being rotatably connected to the first input shaft 110 in the rotation direction; the second sub-first transmission assembly 612 being fixedly connected to the intermediate shaft 130, and the first sub-first transmission assembly 611 and the second sub-first transmission assembly 612 being fixedly connected to the intermediate shaft 130, and the first sub-first transmission assembly 611 and the second sub-first transmission assembly 612 being able to have different transmission ratios between the engine 230 and the output shaft 140, so that the power transmission system has different gears.

[0080] Here, the first sub-first transmission assembly 611 and the second sub-first transmission assembly 612 may be loosely mounted on the first input shaft 110 .

[0081] Here, the synchronizer 810 has a first connection state connected to the first sub-first transmission assembly 611, and a second connection state connected to the second sub-first transmission assembly 612. Of course, in the disconnected state, the synchronizer 810 is spaced apart from the first sub-first transmission assembly 611 and the second sub-first transmission assembly 612.

[0082] In some optional implementations of the embodiments of the present application, the power transmission system may include: a first input gear 310, a second input gear 320, a third input gear 330, a first intermediate gear 410, a second intermediate gear 420, a third intermediate gear 430, and an output gear 510. The first input gear 310 is rotatably disposed on the first input shaft 110; the second input gear 320 is rotatably disposed on the first input shaft 110; the synchronizer 810 is located between the second input gear 320 and the first input gear 310; the third input gear 330 is fixed to the second input shaft 120; the first intermediate gear 410 is fixed to the intermediate shaft 130 and meshes with the first input gear 310; the second intermediate gear 420 is fixed to the intermediate shaft 130 and meshes with the second input gear 320; the third intermediate gear 430 is fixed to the intermediate shaft 130 and meshes with the third input gear 330; and the output gear 510 is fixed to the output shaft 140. The output gear 510 is coupled to the intermediate shaft 130.

[0083] In this implementation, the first transmission assembly 610 may include a first sub-first transmission assembly 611 and a second sub-first transmission assembly 612, the second sub-first transmission assembly 612 has a different transmission ratio from the first sub-first transmission assembly 611, the first sub-first transmission assembly 611 may include a first input gear 310 and a first intermediate gear 410, and the second sub-first transmission assembly 612 may include a second input gear 320 and a second intermediate gear 420.

[0084] Of course, the first transmission assembly 610 may also include only one set of meshing gears. For example, in some embodiments, the first transmission assembly 610 may include only the first input gear 310 and the first intermediate gear 410. For another example, in other embodiments, the first transmission assembly 610 may include only the second input gear 320 and the second intermediate gear 420. In this case, the second intermediate gear 420 may mesh with the output gear 510.

[0085] In this implementation, the first input gear 310 and the second input gear 320 may be loosely mounted on the first input shaft 110 .

[0086] In this implementation, the second transmission assembly 620 includes a third input gear 330 and a third intermediate gear 430 .

[0087] In this implementation, the third transmission assembly 630 includes an output gear 510 .

[0088] In this embodiment, one of the first intermediate gear 410, the second intermediate gear 420, and the third intermediate gear 430 can mesh with the output gear 510 to reduce the number of gears in the powertrain. As an example, as shown in FIG1 , the first intermediate gear 410 meshes with the output gear 510; in this case, the third transmission assembly 630 includes the output gear 510 and the first intermediate gear 410.

[0089] Of course, the power transmission system may further include a fourth intermediate gear, which is fixed to the intermediate shaft 130 and meshes with the output gear 510 . In this case, the third transmission assembly 630 includes the output gear 510 and the fourth intermediate gear.

[0090] In this implementation, as shown in FIG2 , when the synchronizer 810 is not connected to the first input gear 310 and the second input gear 320, the second input shaft 120, the intermediate shaft 130, the output shaft 140, the first input gear 310, the second input gear 320, the third input gear 330, the first intermediate gear 410, the second intermediate gear 420, the third intermediate gear 430 and the output gear 510 all rotate synchronously, and the first input shaft 110 does not rotate synchronously with the first input gear 310 and the second input gear 320.

[0091] Here, the second motor 220 can provide driving force to the output shaft 140. Of course, the output shaft 140 can also drive the second motor 220 to generate electricity. At this time, the second motor 220 is in an energy recovery state. As an example, the output shaft 140 is connected to the wheel body of the traveling device. The traveling device is traveling on a downhill road. The wheel body of the traveling device travels based on the gravity of the traveling device. The wheel body of the traveling device drives the output shaft 140 to rotate. The output shaft 140 drives the second input shaft 120 to rotate through the second transmission assembly 620. The second motor 220 is in a power generation state as the second input shaft 120 rotates, so as to generate electricity by recovering energy through the second motor 220. The second motor 220 can be electrically connected to the battery assembly so that the second motor 220 can store the generated electricity in the battery assembly for later use.

[0092] Here, the engine 230 or the first motor 210 can drive the first input shaft 110 to rotate. Of course, neither the engine 230 nor the first motor 210 can drive the first input shaft 110 to rotate. When the engine 230 drives the first input shaft 110 to rotate, the first motor 210 can be in a power generation state, so that the engine 230 generates electricity through the first motor 210. The electricity generated by the first motor 210 can be used by the second motor 220 or stored in the battery assembly. When the first motor 210 drives the first input shaft 110 to rotate, the first motor 210 simultaneously drives the synchronizer 810 and the drive shaft of the engine 230 to rotate together, thereby increasing the speed of the synchronizer 810 through the first motor 210, facilitating the connection of the synchronizer 810 to the first input gear 310 or the second input gear 320. It should be noted that if the synchronizer 810 is connected to the first input gear 310 or the second input gear 320 from a stationary state, since the first input shaft 110 is fixedly connected to the engine 230 and the first motor 210 at the same time, at this time, the load on the connection between the synchronizer 810 and the first input gear 310 or the second input gear 320 is large, and it is difficult to connect the synchronizer 810 to the first input gear 310 or the second input gear 320. By driving the first input shaft 110 to rotate by the first motor 210, the load on the rotation of the synchronizer 810 can be reduced, and the speed of the synchronizer 810 can be increased, making it easier to connect the synchronizer 810 to the first input gear 310 or the second input gear 320.

[0093] In this implementation, as shown in Figure 3, when the synchronizer 810 is connected to the first input gear 310, the first input shaft 110, the second input shaft 120, the intermediate shaft 130, the output shaft 140, the first input gear 310, the second input gear 320, the third input gear 330, the first intermediate gear 410, the second intermediate gear 420, the third intermediate gear 430 and the output gear 510 all rotate synchronously, and the engine 230 and the second motor 220 can both provide driving force to the output shaft 140.

[0094] Of course, the second motor 220 can also be in a power generation state as the second input shaft 120 rotates. In this case, the engine 230 provides both driving force for the output shaft 140 and energy for the second motor 220 to generate electricity. As an example, when the engine 230 is in a state with the highest energy conversion efficiency, the driving device is in a state with lower power consumption. The second motor 220 can store excess energy from the engine 230 in the battery assembly, thereby improving the energy conversion efficiency of the powertrain.

[0095] In the embodiment of the present application, the power transmission system can provide power to the output shaft 140 only through the second motor 220, or only through the engine 230. Of course, the power transmission system can also provide power to the output shaft 140 through both the second motor 220 and the engine 230.

[0096] Example 1: When the synchronizer 810 is in the disconnected state, the first motor 210 can be used to drive the first input shaft 110 to rotate so that the rotational speed of the first input shaft 110 matches the rotational speed of the first transmission assembly 610. By driving the rotational speed of the first input shaft 110 to match the rotational speed of the first transmission assembly 610 by the first motor 210, the synchronizer 810 can be easily switched from the disconnected state to the connected state. At the same time, the first motor 210 can also drive the drive shafts of the synchronizer 810 and the engine 230 to rotate, thereby reducing the load of the synchronizer 810 switching from the disconnected state to the connected state, making it easier for the synchronizer 810 to switch from the disconnected state to the connected state and avoiding switching shock.

[0097] The rotational speed of the first input shaft 110 matches the rotational speed of the first transmission assembly 610, and the rotational speed of the first input shaft 110 can be the same or substantially the same as the rotational speed of the first transmission assembly 610. For example, the rotational speed of the first input shaft 110 is the same or substantially the same as the rotational speed of the first input gear 310 or the second input gear 320.

[0098] Here, when the rotation speed of the first input shaft 110 matches the rotation speed of the first transmission assembly 610 , the synchronizer 810 is used to switch from a disconnected state to a connected state to provide power through the engine 230 or to adjust the transmission ratio between the first input shaft 110 and the intermediate shaft 130 .

[0099] When the first input shaft 110 starts to rotate from a stationary state, the engine 230 begins to provide power to the output shaft 140. When the speed of the first input shaft 110 is adjusted, the engine 230 provides power to the output shaft 140 through different transmission components, that is, the power transmission system switches between different gears.

[0100] As an example, during the driving process of the traveling device, power is first provided by the second motor 220. When the power provided by the second motor 220 is insufficient, power can also be provided by the engine 230. At this time, since the first transmission assembly 610 is in a rotating state, for example, when the synchronizer 810 is in a disconnected state, the second motor 220 provides driving force to the output shaft 140, and the first input gear 310, the second input gear 320, the third input gear 330, the first intermediate gear 410, the second intermediate gear 420, the third intermediate gear 430 and the output gear 510 all rotate synchronously; the first input shaft 110 can be driven by the first motor 210 to rotate to match the speed of the first input gear 310 or the second input gear 320, and then the synchronizer 810 is connected to the first input gear 310 or the second input gear 320, and the engine 230 is started. The engine 230 can provide power to the output shaft 140 through the first input gear 310 or the second input gear 320.

[0101] As another example, the synchronizer 810 is in the first connected state, and the engine 230 provides power through the first sub-first transmission assembly 611. At this time, the engine 230 needs to provide power through the second sub-first transmission assembly 612, that is, the power transmission system needs to adjust the gear. The synchronizer 810 first switches from the first connected state to the disconnected state. At this time, the first motor 210 drives the first input shaft 110 to rotate so that the speed of the first input shaft 110 matches the speed of the second sub-first transmission assembly 612, for example, the speed of the first input shaft 110 matches the speed of the second input gear 320. The synchronizer 810 then switches from the disconnected state to the second connected state. This can reduce the difficulty of the synchronizer 810 in switching gears, allowing the power transmission system to switch gears smoothly and avoid switching shock. In the related art, if the first motor 210 does not adjust the rotation of the first input shaft 110, the synchronizer 810 is more difficult and not smooth to switch gears, and it is also easy to cause switching shock.

[0102] Example 2: When the synchronizer 810 switches from the first connection state to the second connection state,

[0103] The first motor 210 is also used to drive the first input shaft 110 to rotate so that the rotational speed of the first input shaft 110 matches the rotational speed of the second sub-first transmission assembly 612. By driving the rotational speed of the first input shaft 110 to match the rotational speed of the second sub-first transmission assembly 612 through the first motor 210, the synchronizer 810 can be easily switched from the first connection state to the second connection state. At the same time, the first motor 210 can also drive the drive shaft of the synchronizer 810 and the engine 230 to rotate, thereby reducing the load of the synchronizer 810 switching from the first connection state to the second connection state, making it easier for the synchronizer 810 to switch from the first connection state to the second connection state.

[0104] The rotational speed of the first input shaft 110 matches the rotational speed of the second sub-first transmission assembly 612 , which can be the same or substantially the same as the rotational speed of the first input shaft 110 and the second sub-first transmission assembly 612 .

[0105] Example three: when the synchronizer 810 is in the disconnected state, the first motor 210 can also be used to drive the first input shaft 110 to rotate, so that the first input shaft 110 stops rotating; at this time, the first motor 210 drives the first input shaft 110 to reduce its speed.

[0106] Example 4: When the synchronizer 810 is in the disconnected state, the engine 230 is used to drive the first input shaft 110 to rotate, and the first motor 210 is in the power generation state, so that the engine 230 can also generate electricity for the first motor 210. The electricity generated by the first motor 210 can be used by the second motor 220 and can also be stored in the battery assembly.

[0107] The state of the second motor 220 is not limited. For example, the second motor 220 may be providing power to the output shaft 140, in which case the vehicle may be powered by the second motor 220. For another example, the second motor 220 may be recovering energy, in which case the vehicle may be traveling downhill. For another example, the second motor 220 may be in an inoperative state, in which case the vehicle may be stationary.

[0108] Example 5: When the synchronizer 810 is in the connected state, the engine 230 is used to drive the first input shaft 110 to rotate, that is, the engine 230 provides power to the output shaft 140 .

[0109] Here, the second motor 220 can be used to drive the second input shaft 120 to rotate and is in a driving state, that is, the second motor 220 and the engine 230 jointly provide power to the output shaft 140. As an example, the traveling device is in a high power consumption climbing driving state.

[0110] The driving state refers to the state in which the motor provides driving force to the outside, and the power generation state refers to the state in which the motor is in the power generation state.

[0111] Here, the second motor 220 can also be in a power generation state as the second input shaft 120 rotates. That is, the engine 230 provides power to the output shaft 140 and also provides power for the second motor 220 to generate electricity. As an example, when the engine 230 is in a state with the highest energy conversion efficiency, the driving device is in a state with low power consumption. The second motor 220 can store excess energy of the engine 230 in the battery assembly, thereby improving the energy conversion efficiency of the power transmission system.

[0112] In some optional implementations of the embodiments of the present application, the power transmission system may further include: a controller; so as to control the power system to be in different working states through the controller.

[0113] In this implementation, the controller is configured to control the synchronizer 810 to move relative to the first input shaft 110 , so that the synchronizer 810 switches between a connected state and a disconnected state.

[0114] The controller may be electrically connected to the driving motor that drives the synchronizer 810 to move, so as to control the synchronizer 810 to move relative to the first input shaft 110 through the driving motor.

[0115] When the synchronizer 810 is in the connected state, the engine 230 provides power to the output shaft 140. When the synchronizer 810 is in the disconnected state, the engine 230 does not provide power to the output shaft 140.

[0116] When the synchronizer 810 has a first connection state connected to the first sub-first transmission assembly 611, and a second connection state connected to the second sub-first transmission assembly 612, the controller is also used to control the synchronizer 810 to move relative to the first input shaft 110 so that the synchronizer 810 is in one of the first connection state, the second connection state and the disconnected state.

[0117] In this implementation, the controller is used to control the first motor 210 to be in a driving state or a power generation state; the controller is electrically connected to the first motor 210 .

[0118] When the second motor 220 drives the output shaft 140 to rotate, and the synchronizer 810 needs to switch from a disconnected state to a connected state, the controller is used to control the first motor 210 to be in a driving state so that the first motor 210 drives the first input shaft 110 to rotate to a speed that matches the speed of the first transmission assembly 610.

[0119] Of course, when the second motor 220 does not drive the output shaft 140 to rotate, that is, when the output shaft 140, the intermediate shaft 130, the first input shaft 110 and the second input shaft 120 are not rotating, the synchronizer 810 can be directly switched from the disconnected state to the connected state without the first motor 210 driving the first input shaft 110 to rotate.

[0120] When the synchronizer 810 is in the disconnected state and the engine 230 does not need to provide power to the output shaft 140 , the controller is used to control the first motor 210 to be in the power generation state so as to drive the first motor 210 to generate electricity through the engine 230 .

[0121] In this implementation, the controller is used to control the second motor 220 to be in a driving state or a power generation state. The controller is electrically connected to the second motor 220.

[0122] When the second motor 220 needs to provide power to the output shaft 140 , the controller is used to control the second motor 220 to be in a driving state.

[0123] When the synchronizer 810 is in a connected state, the engine 230 provides power to the output shaft 140 , and the second motor 220 rotates along with the second input shaft 120 , the controller is used to control the second motor 220 to be in a power generation state so as to generate electricity through the second motor 220 .

[0124] Of course, the controller is also used to control the state of the synchronizer 810 , the state of the first motor 210 , and the state of the second motor 220 according to the state of the traveling device.

[0125] For example, when the traveling device is in a state of high power consumption, the controller is used to control the synchronizer 810 to be in a connected state and to control the second motor 220 to be in a driving state so that the second motor 220 and the engine 230 can jointly provide power to the output shaft 140 .

[0126] For another example, when the traveling device is in a state of lower power consumption, the controller can be used to control the synchronizer 810 to be in a connected state and control the second motor 220 to be in a generating state so as to provide power to the output shaft 140 through the engine 230 and generate electricity through the second motor 220.

[0127] Of course, when the traveling device is in a state of lower power consumption, the controller can also be used to control the synchronizer 810 to be in a disconnected state, control the second motor 220 to be in a driving state, control the first motor 210 to be in a generating state, and control the engine 230 to drive the first motor 210 to work, so as to provide power to the output shaft 140 through the second motor 220, and generate electricity through the first motor 210.

[0128] For another example, when the traveling device is in a downhill traveling state, the controller is used to control the synchronizer 810 to be in a disconnected state and control the second motor 220 to be in a generating state so as to recover energy through the second motor 220 .

[0129] The embodiment of the present application also records a traveling device, including the power transmission system of the embodiment of the present application, so that the traveling device can be adapted to different scenarios through the power system, thereby improving the adaptability of the traveling device.

[0130] The structure of the traveling device is not limited. For example, the traveling device can be a three-wheeled vehicle or a car.

[0131] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art based on the present application are within the protection scope of the present application.

Claims

1. A power transmission system, characterized in that: include: A first input shaft; an engine, fixedly connected to the first input shaft; A first motor, fixedly connected to the first input shaft; A second input shaft; a second motor, fixedly connected to the second input shaft; an intermediate shaft, parallel to and spaced from the first input shaft; A first transmission assembly; the first transmission assembly is rotatably connected to the first input shaft in a rotation direction; the first transmission assembly is fixedly connected to the intermediate shaft; A second transmission assembly; the second input shaft is connected to the intermediate shaft through the second transmission assembly; A synchronizer is arranged on the first input shaft; the synchronizer has a connected state connected to the first transmission component or a disconnected state spaced apart from the first transmission component.

2. The power transmission system according to claim 1, characterized in that: When the synchronizer is in the disconnected state, The first motor is used to drive the first input shaft to rotate so that the rotation speed of the first input shaft matches the rotation speed of the first transmission assembly.

3. The power transmission system according to claim 2, characterized in that: When the rotation speed of the first input shaft matches the rotation speed of the first transmission assembly, The synchronizer is used to switch from the disconnected state to the connected state to provide power through the engine or to adjust a transmission ratio between the first input shaft and the intermediate shaft.

4. The power transmission system according to claim 1, characterized in that: When the synchronizer is in a disconnected state, the engine is used to drive the first input shaft to rotate, and the first motor is in a power generation state.

5. The power transmission system according to claim 1, characterized in that: When the synchronizer is in a connected state, the engine is used to drive the first input shaft to rotate, and the second motor is used to drive the second input shaft to rotate and is in a driving state, or the second motor is in a generating state as the second input shaft rotates.

6. The power transmission system according to claim 1, characterized in that: The first transmission assembly comprises: A first sub-first transmission assembly, wherein the first sub-first transmission assembly is rotatably connected to the first input shaft in a rotation direction; and the first sub-first transmission assembly is fixedly connected to the intermediate shaft; The second sub-first transmission assembly is spaced apart from the first sub-first transmission assembly in the axial direction of the first input shaft. The second sub-first transmission assembly has a different transmission ratio from the first sub-first transmission assembly, and the second sub-first transmission assembly is rotatably connected to the first input shaft in the rotation direction; the second sub-first transmission assembly is fixedly connected to the intermediate shaft; The synchronizer has a first connection state connected with the first sub-first transmission assembly, and a second connection state connected with the second sub-first transmission assembly.

7. The power transmission system according to claim 6, characterized in that: When the synchronizer switches from the first connection state to the second connection state, The first motor is used to drive the first input shaft to rotate so that the rotation speed of the first input shaft matches the rotation speed of the second sub-first transmission assembly.

8. The power transmission system according to claim 1, characterized in that: Also includes a controller; The controller is used for controlling the synchronizer to move relative to the first input shaft so that the synchronizer switches between the connected state and the disconnected state; or, The controller is used to control the first motor to be in a driving state or a generating state; or, The controller is used to control the second motor to be in a driving state or a generating state.

9. The power transmission system according to claim 1, characterized in that: Also includes: An output shaft, parallel to the first input shaft and spaced apart from each other; A third transmission assembly, the intermediate shaft is connected to the output shaft through the third transmission assembly.

10. The power transmission system according to claim 9, characterized in that: include: A first input gear rotatably disposed on the first input shaft; A second input gear rotatably disposed on the first input shaft; The synchronizer is located between the second input gear and the first input gear; a third input gear, fixed to the second input shaft; a first intermediate gear fixed to the intermediate shaft and meshing with the first input gear; a second intermediate gear fixed to the intermediate shaft and meshing with the second input gear; a third intermediate gear, fixed to the intermediate shaft and meshing with the third input gear; An output gear is fixed to the output shaft; the output gear is cooperatively connected with the intermediate shaft; The first transmission assembly includes a first sub-first transmission assembly and a second sub-first transmission assembly, the second sub-first transmission assembly has a different transmission ratio from the first sub-first transmission assembly, the first sub-first transmission assembly includes a first input gear and the first intermediate gear, and the second sub-first transmission assembly includes a second input gear and the second intermediate gear; The second transmission assembly includes the third input gear and the third intermediate gear; and the third transmission assembly includes the output gear.

11. The power transmission system according to claim 10, characterized in that: One of the first intermediate gear, the second intermediate gear, and the third intermediate gear meshes with the output gear.

12. The power transmission system according to claim 9, characterized in that: The first input shaft and the second input shaft are located on the same side of the intermediate shaft; The first input shaft and the output shaft are located on opposite sides of the intermediate shaft.

13. The power transmission system according to any one of claims 1 to 12, characterized in that: The engine has a drive shaft; the first motor has a first rotating shaft; both ends of the first rotating shaft are fixedly connected to the first input shaft and the drive shaft respectively; The second motor has a second rotating shaft; the second rotating shaft is fixedly connected to the second input shaft.

14. A traveling device, characterized in that: A power transmission system comprising any one of claims 1 to 13.

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