CN112923044A - Transmission power transmission system, transmission and vehicle - Google Patents

Transmission power transmission system, transmission and vehicle Download PDF

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Publication number
CN112923044A
CN112923044A CN202110360658.3A CN202110360658A CN112923044A CN 112923044 A CN112923044 A CN 112923044A CN 202110360658 A CN202110360658 A CN 202110360658A CN 112923044 A CN112923044 A CN 112923044A
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CN
China
Prior art keywords
gear
transmission
driving
input shaft
gears
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202110360658.3A
Other languages
Chinese (zh)
Inventor
李本军
崔东伟
张会文
王阳光
曹维
刘海波
潘宇鹏
陈瑞军
孙欢
康斌
张文强
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Haima Motor Corp
Haima New Energy Vehicle Co Ltd
Original Assignee
Haima Motor Corp
Haima New Energy Vehicle Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Haima Motor Corp, Haima New Energy Vehicle Co Ltd filed Critical Haima Motor Corp
Priority to CN202110360658.3A priority Critical patent/CN112923044A/en
Publication of CN112923044A publication Critical patent/CN112923044A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/32—Gear shift yokes, e.g. shift forks
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms

Abstract

The embodiment of the invention provides a transmission power transmission system, a transmission and a vehicle, relating to the field of vehicle engineering; the transmission power transmission system comprises a first input shaft, an intermediate shaft, a reduction gear set and a second input shaft; the first input shaft is sequentially provided with a plurality of gear driving gears along the length direction, the intermediate shaft is sequentially sleeved with a plurality of gear driven gears along the length direction, the gear driven gears are meshed with the gear driving gears in a one-to-one correspondence mode, and the intermediate shaft is in transmission connection with the reduction gear set; the intermediate shaft is provided with a synchronizer, and the synchronizer is used for selectively driving one of the driven gears with a plurality of gears to be in transmission with the intermediate shaft; the second input shaft is in transmission connection with the reduction gear set, and the second input shaft is provided with a clutch which is used for being in transmission connection with power input equipment. The transmission power transmission system can shift gears according to the running state of a vehicle, so that a driving motor of an electric automobile runs in a high-efficiency interval, and the battery endurance is increased.

Description

Transmission power transmission system, transmission and vehicle
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a transmission power transmission system, a transmission and a vehicle.
Background
With the further shortage of energy, pure electric vehicles in new energy vehicles account for more than eighty percent, while pure electric vehicles in the current market all adopt single-stage speed reducers, namely, traditional pure electric vehicles all adopt single-stage speed reducers with fixed speed ratios, and the performance of the pure electric vehicles can basically meet the driving requirements of vehicles and passengers.
The research of the inventor finds that the pure electric automobile adopts a single-stage speed reducer with a fixed speed ratio, and has the following problems: the performances of low-speed starting acceleration, high-speed cruising speed, climbing gradient and the like cannot be considered at the same time; the efficient working range of the motor is limited, the battery capacity is limited, the power consumption of the electric automobile is remarkably increased when the electric automobile runs at a high speed, the braking energy recovery effect is general due to a single speed ratio, and the cruising ability of the pure electric automobile is reduced.
Disclosure of Invention
The invention aims to provide a transmission power transmission system which can shift according to the running state of a vehicle, provides auxiliary power during shifting and provides enough torque for an electric vehicle, so that the driving motor of a pure electric vehicle can be operated in a high-efficiency range to the maximum extent, and the battery endurance mileage can be increased.
Embodiments of the invention may be implemented as follows:
in a first aspect, the present invention provides a transmission powertrain system comprising a first input shaft, an intermediate shaft, a reduction gear set and a second input shaft; the first input shaft is sequentially provided with a plurality of gear driving gears along the length direction of the first input shaft, the intermediate shaft is sequentially sleeved with a plurality of gear driven gears along the length direction of the intermediate shaft in an empty manner, the gear driven gears are meshed with the gear driving gears in a one-to-one correspondence manner, and the intermediate shaft is in transmission connection with the reduction gear set; a synchronizer is arranged on the intermediate shaft and is used for selectively driving one of the gear driven gears to be in transmission connection with the intermediate shaft; the second input shaft is in transmission connection with the reduction gear set, and the second input shaft is provided with a clutch which is used for being in transmission connection with power input equipment.
According to the invention, the plurality of gear driven gears and the plurality of gear driving gears are meshed in a one-to-one correspondence manner, and the synchronizer is used for selectively driving one of the plurality of gear driven gears to be in transmission connection with the intermediate shaft, so that gear shifting can be carried out according to the driving state of a vehicle, selective transmission of a plurality of speed ratios is realized, a first driving motor connected with the first input shaft is enabled to operate in a high-efficiency interval, and the battery endurance capacity is increased; the performances of low-speed starting acceleration, high-speed cruising speed, climbing gradient and the like of the pure electric vehicle can be considered at the same time through the multiple speed ratios; the rotating speed of the first driving motor can be reduced, the requirements on a gear machining process, the service life of a bearing, friction, wear, lubrication and the like are reduced, and the difficulty on heat management, NVH and sealing of the motor is reduced.
Meanwhile, the clutch is arranged on the second input shaft, so that when power between the first input shaft and the intermediate shaft is switched, the power of the second driving motor is transmitted to the reduction gear set, so that power is input to the electric automobile when the transmission is used for gear shifting, and the vehicle is always in a state without power interruption in the advancing process. Therefore, the transmission power transmission system can provide high-speed acceleration power when the automobile runs at a high speed, so that the driving acceleration is fast improved and the response is fast when the automobile runs at a high speed, and the driving safety and the driving feeling are improved.
In an alternative embodiment, the range drive gear includes a first range drive gear and a second range drive gear. Because the effective rotating speed range of the motor is wide, the linearity of the output torque is good, and when the speed changer shifts gears, the second driving motor provides power for the reduction gear set through the second input shaft, the low-speed starting acceleration, the high-speed cruising speed, the climbing capability and the high-speed acceleration performance of the electric automobile can be considered by adopting two-gear speed change. Compared with a transmission adopting three gears and more than three gears, the transmission has the advantages of simple structure, simple gear shifting logic, low price, high reliability and better driving comfort.
In an alternative embodiment, the reduction gear set includes a differential assembly for outputting power to use the differential assembly as part of the reduction gear set, reducing the number of reduction gears, improving the reliability of the transmission and reducing the size of the automotive powertrain.
In an alternative embodiment, the speed reducer gear set further comprises a main speed reduction gear, and the main speed reduction gear is in transmission connection with the intermediate shaft and the second input shaft at the same time, so that the arrangement of gears in the speed reducer is more compact, the structure of the speed reducer is further simplified, and the size of the speed reducer is further reduced.
In an optional embodiment, the differential assembly is fixed to the main reduction gear, and an output shaft of the differential assembly and the main reduction gear are concentrically arranged, so as to further reduce the number of connecting pieces between the differential and the motor, further improve the efficiency of power transmission, and further improve the cruising ability of the electric vehicle.
In an optional embodiment, a parking ratchet wheel is arranged on the differential assembly, so that the transmission has parking performance on one hand, and the parking ratchet wheel is arranged on the differential on the other hand, and the reliability of parking can be ensured.
In an optional embodiment, the first driving gear is sleeved on the intermediate shaft, and the first driving gear is in transmission connection with the reduction gear set.
In an optional implementation manner, a second driving gear is disposed on the second input shaft, and the second driving gear is in transmission connection with the reduction gear set to increase a speed ratio between the second input shaft and the reduction gear set.
In a second aspect, the present invention provides a transmission comprising a transmission powertrain as described in any one of the preceding embodiments, such that the transmission can shift gears according to the speed at which the vehicle is traveling, ensuring that the drive motor operates in a high efficiency region, and ensuring battery life.
In a third aspect, the invention provides a vehicle, which includes the transmission in the above embodiment, so that the vehicle can switch gears according to the speed of the vehicle, ensure that the driving motor operates in a high-efficiency zone, and improve the driving range of the vehicle.
The beneficial effects of the embodiment of the invention include, for example:
1. the plurality of gear driven gears are meshed with the plurality of gear driving gears in a one-to-one correspondence manner, the synchronizer is used for selectively driving one of the plurality of gear driven gears to be in transmission connection with the intermediate shaft, gear shifting can be carried out according to the running state of a vehicle, selective transmission of a plurality of speed ratios is realized, a first driving motor connected with the first input shaft is enabled to operate in a high-efficiency interval, and the battery endurance capacity is increased;
2. the rotating speed of the first driving motor can be reduced through multi-gear transmission, the requirements on a gear machining process, the service life of a bearing, friction, abrasion, lubrication and the like are reduced, and the difficulties on heat management, NVH and sealing of the motor are reduced;
3. the multiple speed ratios can give consideration to the performances of the pure electric vehicle such as low-speed starting acceleration, high-speed cruising speed, gradient climbing and the like;
4. when the transmission is used for shifting gears, power is input to the electric automobile through the second input shaft, so that the automobile is always in a state without power interruption in the advancing process, high-speed acceleration power can be provided during high-speed running of the automobile, the driving acceleration is increased quickly and the response is fast when the automobile is overtaken at a high speed, and the driving safety and the driving feeling are improved;
5. by adopting two-gear speed change, the gear shifting device has the advantages of simple structure, simple gear shifting logic, low price, high reliability and better driving comfort.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic diagram of a transmission powertrain.
Icon: 10-a first input shaft; 100-a first drive motor; 11-first gear driving gear; 12-a second gear driving gear; 20-an intermediate shaft; 200-a second drive motor; 21-first gear driven gear; 22-second gear driven gear; 23-a synchronizer; 24-a first drive gear; 30-a second input shaft; 31-a clutch; 32-a second drive gear; 40-a differential assembly; 41-parking ratchet wheel; 50-a main reduction gear; 60-idler.
Detailed Description
The existing pure electric vehicles all adopt single-stage reduction gears with fixed speed ratio, and the performance of the pure electric vehicles can basically meet the driving requirements of the vehicles.
However, the inventor researches and discovers that the pure electric automobile adopts a single-stage speed reducer with a fixed speed ratio and has the following problems: the performances of low-speed starting acceleration, high-speed cruising speed, climbing gradient and the like cannot be considered at the same time; the efficient working range of the motor is limited, the battery capacity is limited, the power consumption of the electric automobile is remarkably increased when the electric automobile runs at a high speed, the braking energy recovery effect is general due to a single speed ratio, and the cruising ability of the pure electric automobile is reduced.
The invention provides a transmission power transmission system which can shift gears according to the running state of a vehicle, so that the operation of a driving motor of a pure electric vehicle in a high-efficiency interval is ensured to the maximum extent, and the battery endurance mileage is increased.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. indicate an orientation or a positional relationship based on that shown in the drawings or that the product of the present invention is used as it is, this is only for convenience of description and simplification of the description, and it does not indicate or imply that the device or the element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.
Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.
First embodiment
With reference to fig. 1, the present embodiment provides a transmission powertrain system comprising a first input shaft 10, an intermediate shaft 20, a reduction gear set and a second input shaft 30; the first input shaft 10 is sequentially provided with a plurality of gear driving gears along the length direction, the intermediate shaft 20 is sequentially sleeved with a plurality of gear driven gears along the length direction, the gear driven gears are meshed with the gear driving gears in a one-to-one correspondence manner, and the intermediate shaft 20 is in transmission connection with the reduction gear set; the intermediate shaft 20 is provided with a synchronizer 23, and the synchronizer 20 is used for selectively driving one of the driven gears with a plurality of gears to be in transmission connection with the intermediate shaft 20; the second input shaft 30 is in driving connection with a reduction gear set, the second input shaft 30 being provided with a clutch 31 for driving connection with a power input device.
The first input shaft 10 is supported on a case of the transmission through a bearing, and one end of the first input shaft 10 is in transmission connection with the first driving motor 100 (for example, through a friction plate, a spline, etc., in this embodiment, an output end of the first driving motor 100 is connected with one end of the first input shaft 10 in a spline manner), and the first input shaft 10 is ensured to be capable of rotating around an axis of the first input shaft 10 under the driving of the first driving motor 100. The plurality of gear driving gears arranged on the first input shaft 10 determine the number of gears of the transmission of the embodiment, and a common gear driving gear and the first input shaft 10 are of an integrated structure so as to prevent the gear driving gears from moving together or falling off the first input shaft 10 when the gear driving gears occur in the operation process of the transmission; of course, the gear driving gear may also be fixed on the first input shaft 10 by a key slot and a key, or may be fixedly connected with the first input shaft 10 by other fixing connection methods such as welding and interference fit.
Likewise, the intermediate shaft 20 is supported on the transmission housing by bearings and ensures that the intermediate shaft 20 can rotate about the axis of the intermediate shaft 20, while keeping the intermediate shaft 20 parallel to the first input shaft 10. In addition, a first driving gear 24 is fixed to one end of the intermediate shaft 20 by integral molding or other means such as welding or interference fit, so that the intermediate shaft 20 is connected to the reduction gear set in a transmission manner through the first driving gear 24.
Similarly, a second drive gear 32 is fixed to the second input shaft 30 by integral molding or by other means such as welding or interference fit, and is drivingly connected to the reduction gear set through the second drive gear 32. To facilitate the layout of the reduction gear sets and to reduce the bulk of the transmission, the second input shaft 30 is also disposed parallel to the countershaft 20. And a fixed part of the clutch 31 is fixed at one end of the second input shaft 30, and another fixed part of the clutch 31 is fixed at the output end of the second driving motor 200, so that the power combination and separation of the second input shaft 30 and the second driving motor 200 are realized through the action of the clutch 31.
In an alternative embodiment, the gear driving gears include a first gear driving gear 11 and a second gear driving gear 12. That is, a first gear driving gear 11 and a second gear driving gear 12 are concentrically fixed to the first input shaft 10; correspondingly, a first-gear driven gear 21 and a second-gear driven gear 22 are concentrically and freely sleeved on the intermediate shaft 20, so that the first-gear driven gear 21 and the second-gear driven gear 22 can rotate relative to the intermediate shaft 20. Meanwhile, the gear ring of the synchronizer 23 can slide on the intermediate shaft 20, for example, the synchronizer 23 is driven to act by a screw rod driven by a servo motor, and the synchronizer 23 is driven to act by an electric thrust rod, in the embodiment, in order to simplify the structure of the transmission and ensure the reliability of the transmission, the synchronizer 23 is driven by a motor to shift a shift fork of each gear, that is, the first-gear driven gear 21 is in transmission connection with the intermediate shaft 20 or the second-gear driven gear 22 is in transmission connection with the intermediate shaft 20, so that one of the plurality of gear driven gears is in transmission connection with the intermediate shaft 20.
It should be understood that a third-gear driving gear, a fourth-gear driving gear, etc. may be provided on the first input shaft 10, and a third-gear driven gear, a fourth-gear driven gear, etc. may be correspondingly provided on the intermediate shaft 20, and the third-gear driven gear is in transmission connection with the intermediate shaft 20 and the fourth-gear driven gear is in transmission connection with the intermediate shaft 20 through the synchronizer 23, but the corresponding cost is increased and the structure is more complicated. Because the effective rotational speed range of the motor is wide, the linearity of the output torque is good, and in this embodiment, when the transmission is shifted, the second driving motor 200 can provide power for the reduction gear set through the second input shaft 30, so that the low-speed starting acceleration performance, the high-speed cruising speed, the climbing capability and the high-speed acceleration performance of the electric vehicle can be considered by adopting two-gear speed change. Compared with a transmission adopting three gears and more than three gears, the transmission has the advantages of simple structure, simple gear shifting logic, low price, high reliability and better driving comfort.
For the one-to-one corresponding engagement of the multiple gear driven gears and the multiple gear driving gears, the multiple gear driven gears can be simultaneously engaged with the corresponding gear driving gears one to one in the transmission process; or, when a certain gear driven gear is in transmission connection with the intermediate shaft 20, only the gear driven gear is engaged with the corresponding gear driving gear, and the other gear driven gears are not engaged with the gear driving gear.
The reduction gear set is usually composed of a plurality of gears with sequentially increasing teeth number, and the final gear is in transmission connection with the power input end of the differential assembly 40, so as to transmit the torque input by the driving motor to the wheel axle of the vehicle and drive the vehicle to run. In the present embodiment, the reduction gear set includes a differential assembly 40 and a final reduction gear 50. The main reduction gear 50 is in transmission connection with the intermediate shaft 20 and the second input shaft 30 at the same time, so that the arrangement of the gears in the speed reducer is more compact, the structure of the speed reducer is further simplified, and the size of the speed reducer is further reduced. The differential assembly 40 is fixed on the main reduction gear 50, and an output shaft of the differential assembly 40 is concentrically arranged with the main reduction gear 50, so that the differential assembly 40 is used as one part of the reduction gear set, and the differential assembly 40 outputs power, thereby reducing the number of the reduction gears, reducing the number of connecting pieces between the differential and the motor, improving the reliability of the transmission, reducing the volume of the automobile power system and improving the efficiency of power transmission.
It should be noted that, based on the reduction gear set structure of the present embodiment, the first driving gear 24 fixed on the intermediate shaft 20 is engaged with the main reduction gear 50, and the second driving gear 32 is in transmission connection with the main reduction gear 50. In order to reduce the size of the transmission and ensure that the rotation directions of the first driving motor 100 and the second driving motor 200 are always consistent, an idler gear 60 is provided between the second driving gear 32 and the main reduction gear 50. Accordingly, the idler gear 60 is rotatably connected to the transmission housing via a shaft, and the axis of rotation of the idler gear 60 is parallel to the axis of rotation of the second drive gear 32.
In an alternative embodiment, the differential assembly 40 is provided with the parking ratchet 41, so that the vehicle equipped with the present embodiment has parking performance on one hand, and the parking ratchet 41 is provided on the differential on the other hand, so that the parking reliability can be ensured, and the vehicle transmission system is more compact.
The working principle of the embodiment is as follows:
when the first driving motor 100 is started, the first input shaft 10 drives the first driving gear 11 and the second driving gear 12 to rotate. Under the conditions of starting, low speed or climbing, a gear shifting fork is driven by a gear motor, so that an intermediate shaft 20 is in transmission connection with a first-gear driven gear 21, a differential is driven to rotate by a first-gear driving gear 11, and a vehicle is driven to move forward by a first driving motor 100; when the vehicle needs to reverse, after the vehicle completely stops, the gear is kept unchanged, and the first driving motor 100 is controlled to rotate reversely.
When the vehicle needs to be shifted up under the condition of high-speed running, the second driving motor 200 is started and the clutch 31 is controlled to act so that the second transmission shaft is in transmission connection with the second driving motor 200, and the output torque of the second driving motor 200 is transmitted to the differential assembly 40 through the second driving gear 32 and the main reduction gear 50; and drives the gear shifting fork through a gear motor, so that the intermediate shaft 20 is in transmission connection with a second-gear driven gear 22. Thereby allowing the second drive motor 200 to be power-on during an upshift to provide a continuous power input during the shift and a powerful power during a high-speed cut-in. Similarly, when the second gear is shifted to the first gear, the clutch 31 transmits the output torque of the second driving motor 200 to the differential assembly 40 through the second driving gear 32 and the main reduction gear 50, so as to prevent the vehicle from losing power during shifting.
In summary, the present embodiment has the following beneficial effects:
1. by adopting a 2-gear speed reduction structure, the driving motor of the pure electric vehicle can be ensured to operate in a high-efficiency interval to the maximum extent while providing strong power, and the battery endurance mileage can be increased;
2. the mode of combining the 2-gear AMT with the auxiliary motor is adopted, the problem of power interruption in the gear shifting process of the AMT is effectively solved, and the comfort of a driver is enhanced;
3. the parking mechanism is integrated on the differential assembly 40, so that the structure is compact, and the safe parking of the vehicle in a static state is effectively ensured.
4. The second input shaft 30 is connected with the second driving motor 200 through the clutch 31, and the vehicle can be powered through the connection and the disconnection of the clutch 31 according to the driving requirement, so that the high-efficiency section of the motor is expanded to the maximum extent, and the power acceleration performance of the electric vehicle in a high-speed state is also ensured.
Second embodiment
The embodiment provides a transmission, which comprises the transmission power transmission system, so that the transmission can be switched into gears according to the traveling speed of a vehicle, and the operation of a driving motor in a high-efficiency region and the battery endurance are ensured.
Third embodiment
The embodiment also provides a vehicle, which comprises the transmission described in the second embodiment, so that the vehicle can switch gears according to the speed of the vehicle, the driving motor is ensured to operate in a high-efficiency zone, and the driving range of the vehicle is improved.
Meanwhile, in the processes of upshifting, downshifting and overtaking of the vehicle, auxiliary power can be input by the second driving motor, the vehicle is ensured to be in a state without power interruption all the time in the advancing process, the driving experience is improved, particularly the problem that power acceleration performance is weak when high-speed overtaking is carried out is solved, powerful power can be still provided when the vehicle speed is more than or equal to 80km/h, rapid overtaking is realized, and the driving safety is improved.
In summary, the embodiment of the invention provides a transmission power transmission system, a transmission and a vehicle.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. A transmission powertrain comprising a first input shaft (10), an intermediate shaft (20), a reduction gear set and a second input shaft (30);
the first input shaft (10) is sequentially provided with a plurality of gear driving gears along the length direction, the intermediate shaft (20) is sequentially sleeved with a plurality of gear driven gears along the length direction, the gear driven gears are meshed with the gear driving gears in a one-to-one correspondence manner, and the intermediate shaft (20) is in transmission connection with the reduction gear set;
a synchronizer (23) is arranged on the intermediate shaft (20), and the synchronizer (23) is used for selectively driving one of the gear driven gears to be in transmission connection with the intermediate shaft (20);
the second input shaft (30) is in transmission connection with the speed reduction gear set, and the second input shaft (30) is provided with a clutch (31) used for being in transmission connection with power input equipment.
2. A transmission drivetrain according to claim 1, characterised in that the gear driving gears comprise a first gear driving gear (11) and a second gear driving gear (12).
3. A transmission powertrain according to claim 1, characterized in that the reduction gear set comprises a differential assembly (40), the differential assembly (40) being for outputting power.
4. A transmission driveline as recited in claim 3, wherein the reduction gear set further comprises a final reduction gear (50), the final reduction gear (50) being in driving connection with both the countershaft (20) and the second input shaft (30).
5. A transmission drivetrain according to claim 4, characterised in that the differential assembly (40) is fixed to the final drive gear (50) and an output shaft of the differential assembly (40) is arranged concentrically with the final drive gear (50).
6. A transmission powertrain according to claim 3, characterised in that a parking ratchet (41) is provided on the differential assembly (40).
7. A transmission drivetrain according to claim 1, characterized in that the first drive gear (24) is arranged on the intermediate shaft (20) and the first drive gear (24) is in driving connection with the reduction gear set.
8. A transmission drivetrain according to claim 1, characterised in that a second drive gear (32) is provided on the second input shaft (30), the second drive gear (32) being in driving connection with the reduction gear set.
9. A transmission comprising a transmission driveline as claimed in any one of claims 1 to 8.
10. A vehicle comprising a transmission powertrain as claimed in any one of claims 1 to 8.
CN202110360658.3A 2021-04-02 2021-04-02 Transmission power transmission system, transmission and vehicle Pending CN112923044A (en)

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Application Number Priority Date Filing Date Title
CN202110360658.3A CN112923044A (en) 2021-04-02 2021-04-02 Transmission power transmission system, transmission and vehicle

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113757321A (en) * 2021-08-12 2021-12-07 华为数字能源技术有限公司 Speed change device, electric drive system and new energy automobile
CN115027244A (en) * 2022-05-25 2022-09-09 浙江鑫可传动科技有限公司 Double-motor two-gear transmission for electric automobile

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113757321A (en) * 2021-08-12 2021-12-07 华为数字能源技术有限公司 Speed change device, electric drive system and new energy automobile
CN113757321B (en) * 2021-08-12 2023-09-22 华为数字能源技术有限公司 Speed change device, electric drive system and new energy automobile
US11796052B2 (en) 2021-08-12 2023-10-24 Huawei Digital Power Technologies Co., Ltd. Gear shifting apparatus, electric drive system, and new energy vehicle
CN115027244A (en) * 2022-05-25 2022-09-09 浙江鑫可传动科技有限公司 Double-motor two-gear transmission for electric automobile

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