CN111173902A - Power transmission system - Google Patents
Power transmission system Download PDFInfo
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- CN111173902A CN111173902A CN202010161815.3A CN202010161815A CN111173902A CN 111173902 A CN111173902 A CN 111173902A CN 202010161815 A CN202010161815 A CN 202010161815A CN 111173902 A CN111173902 A CN 111173902A
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- mandrel
- shaft
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- hollow shaft
- hub
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 75
- 230000000149 penetrating effect Effects 0.000 claims abstract description 3
- 239000003921 oil Substances 0.000 claims description 30
- 239000000969 carrier Substances 0.000 claims description 12
- 239000012208 gear oil Substances 0.000 claims description 8
- 230000017525 heat dissipation Effects 0.000 claims description 8
- 230000005855 radiation Effects 0.000 claims description 6
- 239000007787 solid Substances 0.000 claims description 3
- 238000001816 cooling Methods 0.000 description 7
- 230000007547 defect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 238000005461 lubrication Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0412—Cooling or heating; Control of temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/042—Guidance of lubricant
- F16H57/0421—Guidance of lubricant on or within the casing, e.g. shields or baffles for collecting lubricant, tubes, pipes, grooves, channels or the like
- F16H57/0424—Lubricant guiding means in the wall of or integrated with the casing, e.g. grooves, channels, holes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
- F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
- F16D2048/029—Hydraulic circuits combining clutch actuation with clutch lubrication or cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a power transmission system, which comprises a motor and a gearbox, wherein the gearbox comprises a box shell, a transmission mechanism and a brake, wherein the transmission mechanism and the brake are arranged in the box shell; the transmission mechanism comprises an input mandrel, a mandrel hub, a hollow shaft and a transmission output assembly, the transmission output assembly comprises a plurality of transmission output paths, the hollow shaft is coaxially assembled outside the mandrel and can freely rotate relative to the mandrel, the inner end of the mandrel hub is fixedly connected outside the input mandrel, the outer end of the mandrel hub is connected with the hollow mandrel hub through a clutch, the inner end of the hollow mandrel hub is fixedly connected with the hollow shaft, and the transmission output assembly is arranged outside the hollow shaft; the transmission mechanism is coaxially connected with an output shaft of the motor by a mandrel of the transmission mechanism penetrating through the box shell, and the brake is arranged outside the transmission output assembly and used for controlling transmission or locking of each transmission output path of the transmission output assembly. Multi-gear speed change is realized; the torque and the rotating speed working width of the driving motor can be effectively expanded through transmission and speed change, so that the motor works in a high-efficiency interval, and the efficiency of a power system is improved.
Description
Technical Field
The invention belongs to the technical field of power transmission of electric automobiles, and particularly relates to a power transmission system.
Background
The planetary gear structure has been applied in the field of automobiles for a long time, and most automatic gearboxes on the market use a plurality of groups of planetary gears and are matched with a hydraulic torque converter to achieve the speed change function. The sun gear, the gear ring and the planet carrier of the planetary gear can be respectively connected with three power output ends or input ends. If any one of the gears is fixed, the other two gears are meshed with the common gear; if two of them are fixed, the entire planetary gear is locked. The planet gears are not connected with any input and output mechanism, and are free to rotate all the time, otherwise the whole planetary gear set cannot rotate. And the planet carrier is connected with power, and after the planet carrier is fixed, the planet wheel only rotates, but does not revolve around the sun wheel. However, the existing power transmission system adopting the planetary gear technology has the following defects: first, when the motor drives the vehicle alone, there is only one deceleration path, and the final transmission ratio of the deceleration path is high, so that the motor needs to operate at a high rotation speed with low efficiency when the driving speed is low. Secondly, when the rotating speed of the engine is suitable for driving wheels independently, but the required torque is too high or too low, the output torque of the engine cannot be regulated through the motor, and at the moment, the engine cannot work in an optimal interval. If the motor is to be operated, the engine speed can only be changed at the same time, and the engine efficiency is reduced at this time.
Disclosure of Invention
The invention aims to provide an improved power transmission system capable of efficiently outputting multi-gear power aiming at the defects in the prior art.
The invention provides a power transmission system, which comprises a motor and a gearbox, wherein the gearbox comprises a box shell, a transmission mechanism and a brake, wherein the transmission mechanism and the brake are arranged in the box shell; the transmission mechanism comprises an input mandrel, a mandrel hub, a hollow shaft and a transmission output assembly, the transmission output assembly comprises a plurality of transmission output paths, the hollow shaft is coaxially assembled outside the mandrel and can freely rotate relative to the mandrel, the inner end of the mandrel hub is fixedly connected outside the input mandrel, the outer end of the mandrel hub is connected with the hollow mandrel hub through a clutch, the inner end of the hollow mandrel hub is fixedly connected with the hollow shaft, and the transmission output assembly is arranged outside the hollow shaft; the transmission mechanism is coaxially connected with an output shaft of the motor by a mandrel of the transmission mechanism penetrating through the box shell, and the brake is arranged outside the transmission output assembly and used for controlling transmission or locking of each transmission output path of the transmission output assembly.
In one embodiment, the transmission output assembly includes a pair of planetary gear sets disposed axially outside the hollow shaft, with a front row on the motor side; the front row planet carrier is assembled outside the hollow shaft through a shaft sleeve and can freely rotate around the hollow shaft, and the rear row sun gear is fixedly connected outside the hollow shaft and can jointly rotate along with the hollow shaft; the front row of gear rings are connected with the rear row of planet carriers to serve as output members, and the front row of planet carriers are connected with the rear row of gear rings; brakes are arranged outside the front row sun gear and the rear row gear ring.
To achieve multi-speed output, the hollow hub includes a front row of input hubs and a rear row of input hubs; an inner ring of the front row input hub is fixedly connected with the front row planet carrier, and an outer ring of the front row input hub is connected with the outer side of the core shaft hub through a clutch; the inner ring of the rear row input hub is in threaded connection with the hollow shaft, and the outer ring is connected with the inner side of the core hub through a clutch.
Preferably, the input mandrel is a stepped shaft and comprises a large-diameter section and a small-diameter section; the outer diameter of the hollow shaft is matched with the outer diameter of the large-diameter section, and the inner diameter of the hollow shaft is matched with the outer diameter of the small-diameter section; the length of the small-diameter section is greater than that of the hollow shaft, and the hollow shaft is assembled outside the small-diameter section of the input mandrel through the shaft sleeve.
Furthermore, the front row planet carrier and the rear row planet carrier have the same structure and respectively comprise a shaft sleeve section and a flange plate, and the flange plate is provided with a shaft hole; the front row planet carrier is assembled outside the hollow shaft by a shaft sleeve section; and the rear row of planet carriers are assembled on the small-diameter section of the mandrel extending out of the hollow shaft by the shaft sleeve section of the rear row of planet carriers.
The front row of gear rings comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the front row of planet gears, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the rear row of planet carriers through a connecting shaft arranged in the shaft hole.
The rear row gear ring comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the rear row planet gears, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the front row planet carrier through a connecting shaft arranged in the shaft hole.
Preferably, the clutch and the brake are both multi-plate clutches.
In order to improve the heat dissipation effect, in one embodiment, the motor comprises a shell, a stator, a rotor and a main shaft; the main shaft comprises a solid section and a hollow section, and the side wall of the hollow section is provided with an oil outlet; a heat radiation oil duct communicated with the oil hole is arranged in the rotor; the shell is internally provided with a spiral radiating oil duct; the input mandrel is provided with a radial hole, a gear oil pump is arranged outside the radial hole, and the gear oil pump is used for injecting oil into the heat dissipation oil duct and the spiral heat dissipation oil duct.
Furthermore, a positioning groove is arranged on the outer end entity of the shell and used for installing the piston of the clutch.
Different transmission output paths can be selected through the matching of the brake and the clutch so as to realize the torque requirements under different vehicle speed working conditions and realize multi-gear speed change; the torque and the rotating speed working width of the driving motor can be effectively expanded through transmission and speed change, and the adaptability under different working conditions is improved; meanwhile, the corresponding variable speed transmission is adopted under different working conditions, so that the motor can work in a high-efficiency interval better, and the efficiency of a power system is improved.
Drawings
FIG. 1 is a schematic cross-sectional view of a preferred embodiment of the present invention.
Fig. 2 is an enlarged schematic view of the transmission case of fig. 1.
FIG. 3 is an enlarged schematic view of the transmission output assembly of FIG. 1.
Fig. 4 is an enlarged schematic view of the motor of fig. 1.
Fig. 5 is an equivalent schematic diagram of the transmission path of the preferred embodiment.
Fig. 6A, 6B, 6C, and 6D are equivalent schematic diagrams of the transmission paths in the first gear, the second gear, the third gear, and the fourth gear, respectively, according to the preferred embodiment.
Sequence numbers of the drawings:
1-a gear box, wherein the gear box is arranged on the gear box,
11-a box shell, wherein the box shell is provided with a plurality of through holes,
121-input mandrel, 122-hollow shaft, 123-mandrel hub, 124-front row input hub, 125-rear row input hub, 126-connecting shaft, 127-pin shaft,
13-gear oil pump;
2, the motor is driven by the motor,
21-housing, 22-stator, 23-rotor, 24-main shaft;
CL 1-first multiplate clutch, CL 2-second multiplate clutch;
b1-first brake, B2-second brake;
r1-front row ring gear, C1-front row planet carrier, S1-front row sun gear;
r2-front and rear row ring gear, C2-rear row planet carrier, S2-rear row sun gear.
Detailed Description
As shown in fig. 1, the power transmission system disclosed in the present embodiment includes a transmission case 1 and an electric motor 2; the transmission 1 includes a housing 11, a transmission and a brake, wherein the transmission inputs a spindle 121, a hollow shaft 122, a spindle hub 123, a hollow shaft hub, and a transmission output assembly.
As shown in fig. 2, the input mandrel 121 is a stepped shaft, and includes a large-diameter section and a small-diameter section; the outer diameter of the hollow shaft 124 is matched with the outer diameter of the large-diameter section, and the inner diameter is matched with the outer diameter of the small-diameter section; the entity of the large-diameter section is provided with a radial hole, a gear oil pump 13 is arranged outside the radial hole, the length of the small-diameter section is greater than that of the hollow shaft, and the hollow shaft is assembled outside the small-diameter section of the input mandrel through a shaft sleeve; the inner end of the mandrel hub 123 is fixedly connected to the outside of the large diameter section of the input mandrel.
The hollow hubs are two in number, a front row input hub 124 and a rear row input hub 125. The inner ring of the front row input hub is fixedly connected with a front row planet carrier C1, the outer ring of the front row input hub is connected with a driven plate CL2 of the second multi-plate clutch, and a driving plate of the multi-plate clutch CL2 is connected with the outer side of the mandrel hub. The inner ring of the rear row input hub 125 is threadedly connected to the hollow shaft 124, and the outer ring is connected to the inside of the core hub through a first multiplate clutch CL 1.
As shown in fig. 3, the transmission output assembly includes a pair of planetary gear sets disposed axially outside the hollow shaft, with a front row of planetary gear sets on the side near the motor and a rear row of planetary gear sets on the other side. The front row planetary gear set includes a front row ring gear R1, a front row carrier C1, and a front row sun gear S1, and the rear row planetary gear set includes a rear row ring gear R2, a rear row carrier C2, and a rear row sun gear S2. The front row planet carrier is assembled outside the hollow shaft through a shaft sleeve and can freely rotate around the hollow shaft, and the rear row sun gear is fixedly connected outside the hollow shaft and can jointly rotate along with the hollow shaft; the front row of gear rings are connected with the rear row of planet carriers, and the front row of planet carriers are connected with the rear row of gear rings; a multi-plate clutch serving as a brake is arranged outside the front-row sun gear and the rear-row gear ring, and a first brake outside the front-row sun gear is marked as B1; the rear row ring gear outer second brake is denoted as B2.
The front row planet carrier and the rear row planet carrier have the same structure and respectively comprise a shaft sleeve section and a flange plate, and the flange plate is provided with a shaft hole; the front row planet carrier is assembled outside the hollow shaft by a shaft sleeve section; the rear row of planet carriers are assembled on the small-diameter section of the mandrel extending out of the hollow shaft by the shaft sleeve section. The front row gear ring comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the front row planet gears, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the rear row planet carrier through a connecting shaft 126 arranged in the shaft hole. The rear row gear ring comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the rear row planet gear, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the front row planet carrier through a pin shaft 127 arranged in the shaft hole.
As shown in fig. 4, the motor 2 includes a housing 21, a stator 22, a rotor 23, and a main shaft 24; the main shaft comprises a solid section and a hollow section, and the side wall of the hollow section is provided with an oil outlet; a heat radiation oil duct communicated with the oil hole is arranged in the rotor; the shell is internally provided with a spiral radiating oil duct; and oil is injected into the heat dissipation oil duct and the spiral heat dissipation oil duct through a gear oil pump on the input mandrel. Therefore, heat generated during the working of the motor is effectively taken away, and the cooling and heat dissipation capacity of the motor is improved; the gear oil pump can provide hydraulic pressure for a hydraulic pressure source for shifting operation of a clutch for shifting gears of the gearbox, and meanwhile, power can be provided for the motor and cooling and lubricating inside the gearbox.
As shown in fig. 5, in the present embodiment, the front ring gear R1 is connected to the rear carrier C2 as one member, abbreviated as R1-C2, as an output member; the front row planet carrier C1 and the rear row ring gear R2 are connected into a member, which is called C1-R2 for short; the front sun gear S1 is connected to brake B1, the rear sun gear S2 is controlled by clutch CL1, and the C1-R2 element is controlled by clutch CL2 and connected to brake B2, and the R1-C2 element serves as an output member. According to the lever analysis method of the planetary gear, the equivalent lever transmission condition table of the multi-gear transmission is as follows:
namely, the following four gears can be selected and output according to the working conditions when the gear is put into use.
First gear: as shown in fig. 6A, the CL1 clutch is engaged, the motor power is transmitted to the rear sun gear S2 through CL1, the B2 brake is engaged, so that the rear ring gear R2-C1 components are fixed, the motor power outputs power through the rear planet carrier C2, the front planet gear is in a free rotation state and does not transmit power, and the speed of the gearbox is reduced and output, and the speed ratio is: k2+1, wherein k2 is a proportionality coefficient of the rear planet row, specifically a ratio of the number of teeth of the ring gear of the rear planet row to the number of teeth of the sun gear of the rear planet row.
And (2) second: as shown in fig. 6B, when the first gear enters the second gear operating state, the motor power still passes through the CL1 clutch, the input power is transmitted to the rear sun gear S2, the B2 brake is released, the front sun gear S1 brake B1 is engaged, the rear ring gears R2-C1 are converted from the stationary state into transmission, the front sun gear S1 is converted from the brake B1 into braking state, the input power is transmitted and output through the C2-R1 members, and in this state, the transmission is decelerated, and the speed ratio is (k1+ k2+1)/(k1+ 1); wherein k1 is a proportionality coefficient of the front planet row, specifically a ratio of the number of teeth of the front planet row gear ring R1 to the number of teeth of the front planet row sun gear S1; k2 is the proportionality coefficient of the rear planet row, specifically the ratio of the tooth number of the rear planet row ring gear to the tooth number of the rear planet row sun gear.
And (3) third gear: as shown in fig. 6C, when the second gear is shifted to the third gear, the brake B1 for fixing the front sun gear S1 is disengaged, the clutch CL2 at the input end is engaged, the input power of the motor is transmitted to the rear sun gear S2 through the CL1 clutch, meanwhile, the CL2 clutch is transmitted to the C1-R2 component and to the R1-C2 component through the planetary gear set, the power is output, and the transmission is directly output at the state that the speed ratio is 1;
fourth gear: as shown in fig. 6D, when the third gear is shifted to the fourth gear, the input end clutch CL1 is released, the input power is transmitted to the C1-R2 member through the CL2 clutch, the front sun gear S1 is connected with the brake B1, the power is output through the R1-C2 member, the fixed S1 is fixed, and the transmission is in overdrive output and the speed ratio is: k1/(k1+ 1); the k1 is a proportionality coefficient of the front planetary row, specifically, a ratio of the number of teeth of the front planetary row gear ring R1 to the number of teeth of the front planetary row sun gear S1.
In addition, in the embodiment, the clutch CL1 and the brake B1 are set to be constantly combined during actual use, so that the first-gear output operation can be realized without pressure provided by the hydraulic pump when the system is started; when the system works, pressure can be provided by the internal hydraulic oil pump or the external electronic oil pump, the switching of the working state of the clutch is realized, and the gear shifting is realized.
According to the scheme, the speed change scheme with different requirements of two speed ratios and three speed ratios can be realized only by reducing the arrangement of the clutch according to different requirements of the whole vehicle in actual application.
The invention is equivalent to the prior art, and has the following beneficial technical effects:
(1) the transmission output assembly is formed by two planetary gear sets, wherein a planet carrier of a front row is connected with a gear ring of a rear row to form a first component, the planet carrier of the rear row is connected with the gear ring of the front row to form a second component, the second component is used as an output part, the first component is connected with two clutches, a sun gear of the rear row is connected with an input shaft through the clutches, and a sun gear of the front row is connected with a gearbox shell through the clutches, so that four-gear speed change is realized.
(2) An oil pump integrated in the gearbox is adopted to provide hydraulic pressure for a hydraulic pressure source for gear shifting operation of a clutch for gear shifting of the gearbox, and meanwhile, lubrication is provided for a motor and cooling lubrication in the gearbox; the motor of the power source adopts an oil cooling design, and an oil cooling loop of the motor comprises a spiral heat radiation oil duct of the shell and a cooling heat radiation oil duct inside a stator and a rotor of the motor, so that heat generated during the working of the motor is effectively taken away, and the cooling heat radiation capacity of the motor is improved; besides the mechanical oil pump, an electronic oil pump is integrated in the multi-gear transmission, so that supplement is provided for hydraulic pressure of gear shifting operation of the multi-gear transmission, and meanwhile, a hydraulic pressure power source of the whole vehicle power-assisted steering is provided.
(3) The clutch and the brake adopt a normally combined design in combination with the characteristic that the motor can stably work from zero rotating speed, and when the system starts to work, the first-gear output work can be realized without the pressure provided by the hydraulic pump; when the system works, pressure can be provided by the internal hydraulic oil pump or the external electronic oil pump, the switching of the working state of the clutch is realized, and the gear shifting is realized.
Claims (10)
1. A power transmission system comprises a motor and a gearbox, and is characterized in that: the gearbox comprises a gearbox shell, a transmission mechanism and a brake, wherein the transmission mechanism and the brake are arranged in the gearbox shell;
the transmission mechanism comprises an input mandrel, a mandrel hub, a hollow shaft and a transmission output assembly, the transmission output assembly comprises a plurality of transmission output paths, the hollow shaft is coaxially assembled outside the mandrel and can freely rotate relative to the mandrel, the inner end of the mandrel hub is fixedly connected outside the input mandrel, the outer end of the mandrel hub is connected with the hollow mandrel hub through a clutch, the inner end of the hollow mandrel hub is fixedly connected with the hollow shaft, and the transmission output assembly is arranged outside the hollow shaft;
the transmission mechanism is coaxially connected with an output shaft of the motor by a mandrel of the transmission mechanism penetrating through the box shell, and the brake is arranged outside the transmission output assembly and used for controlling transmission or locking of each transmission output path of the transmission output assembly.
2. The powertrain system of claim 1, wherein: the transmission output assembly comprises a pair of planetary gear sets which are arranged outside the hollow shaft along the axial direction, and the side close to the motor is a front row; the front row planet carrier is assembled outside the hollow shaft through a shaft sleeve and can freely rotate around the hollow shaft, and the rear row sun gear is fixedly connected outside the hollow shaft and can jointly rotate along with the hollow shaft; the front row of gear rings are connected with the rear row of planet carriers to serve as output members, and the front row of planet carriers are connected with the rear row of gear rings; brakes are arranged outside the front row sun gear and the rear row gear ring.
3. The powertrain system of claim 2, wherein: the hollow shaft hub comprises a front row input hub and a rear row input hub; an inner ring of the front row input hub is fixedly connected with the front row planet carrier, and an outer ring of the front row input hub is connected with the outer side of the core shaft hub through a clutch; the inner ring of the rear row input hub is in threaded connection with the hollow shaft, and the outer ring is connected with the inner side of the core hub through a clutch.
4. The powertrain system of claim 2, wherein: the input mandrel is a stepped shaft and comprises a large-diameter section and a small-diameter section; the outer diameter of the hollow shaft is matched with the outer diameter of the large-diameter section, and the inner diameter of the hollow shaft is matched with the outer diameter of the small-diameter section; the length of the small-diameter section is greater than that of the hollow shaft, and the hollow shaft is assembled outside the small-diameter section of the input mandrel through the shaft sleeve.
5. The powertrain system of claim 4, wherein: the front row planet carrier and the rear row planet carrier have the same structure and respectively comprise a shaft sleeve section and a flange plate, and the flange plate is provided with a shaft hole; the front row planet carrier is assembled outside the hollow shaft by a shaft sleeve section; and the rear row of planet carriers are assembled on the small-diameter section of the mandrel extending out of the hollow shaft by the shaft sleeve section of the rear row of planet carriers.
6. The powertrain system of claim 5, wherein: the front row gear ring comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the front row planet gear, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the front row planet carrier through a connecting shaft arranged in the shaft hole.
7. The powertrain system of claim 5, wherein: the rear row gear ring comprises a gear ring main body and a connecting plate, a shaft hole is formed in the connecting plate, one end of the gear ring main body is meshed with the rear row planet gear, the other end of the gear ring main body is connected with the connecting plate, and the connecting plate is connected with the front row planet carrier through a connecting shaft arranged in the shaft hole.
8. The powertrain system of claim 1, wherein: the clutch and the brake are both multi-plate clutches.
9. The powertrain system of any one of claims 1-8, wherein: the motor comprises a shell, a stator, a rotor and a main shaft; the main shaft comprises a solid section and a hollow section, and the side wall of the hollow section is provided with an oil outlet; a heat radiation oil duct communicated with the oil hole is arranged in the rotor; the shell is internally provided with a spiral radiating oil duct; the input mandrel is provided with a radial hole, a gear oil pump is arranged outside the radial hole, and the gear oil pump is used for injecting oil into the heat dissipation oil duct and the spiral heat dissipation oil duct.
10. The drivetrain of claim 9, wherein: and the outer end entity of the shell is provided with a positioning groove for installing the piston of the clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010161815.3A CN111173902A (en) | 2020-03-10 | 2020-03-10 | Power transmission system |
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| CN202010161815.3A CN111173902A (en) | 2020-03-10 | 2020-03-10 | Power transmission system |
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| CN111173902A true CN111173902A (en) | 2020-05-19 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112815050A (en) * | 2021-02-04 | 2021-05-18 | 中南大学 | Speed change mechanism for high-speed and low-speed two-gear transmission |
| WO2024014119A1 (en) * | 2022-07-13 | 2024-01-18 | ジヤトコ株式会社 | Unit |
| WO2024062724A1 (en) * | 2022-09-22 | 2024-03-28 | ジヤトコ株式会社 | Unit |
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| CN102966708A (en) * | 2012-11-20 | 2013-03-13 | 无锡商业职业技术学院 | Five-speed automatic gearbox of planetary gear |
| CN106812872A (en) * | 2015-11-27 | 2017-06-09 | 现代自动车株式会社 | The dynamic transfer system of vehicle |
| CN106979285A (en) * | 2017-05-19 | 2017-07-25 | 福建万润新能源科技有限公司 | A kind of shift transmission of Double gear-ring dry friction external control three |
| CN207677580U (en) * | 2018-01-23 | 2018-07-31 | 宁波鲍斯能源装备股份有限公司 | A kind of oil-cooled motor with spiral oil duct |
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| CN211693394U (en) * | 2020-03-10 | 2020-10-16 | 中南大学 | Power transmission system |
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| CN106812872A (en) * | 2015-11-27 | 2017-06-09 | 现代自动车株式会社 | The dynamic transfer system of vehicle |
| CN106979285A (en) * | 2017-05-19 | 2017-07-25 | 福建万润新能源科技有限公司 | A kind of shift transmission of Double gear-ring dry friction external control three |
| CN207677580U (en) * | 2018-01-23 | 2018-07-31 | 宁波鲍斯能源装备股份有限公司 | A kind of oil-cooled motor with spiral oil duct |
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| CN112815050A (en) * | 2021-02-04 | 2021-05-18 | 中南大学 | Speed change mechanism for high-speed and low-speed two-gear transmission |
| WO2024014119A1 (en) * | 2022-07-13 | 2024-01-18 | ジヤトコ株式会社 | Unit |
| WO2024062724A1 (en) * | 2022-09-22 | 2024-03-28 | ジヤトコ株式会社 | Unit |
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