CN113153987B - Double-clutch variable-speed brake auxiliary device - Google Patents
Double-clutch variable-speed brake auxiliary device Download PDFInfo
- Publication number
- CN113153987B CN113153987B CN202110378048.6A CN202110378048A CN113153987B CN 113153987 B CN113153987 B CN 113153987B CN 202110378048 A CN202110378048 A CN 202110378048A CN 113153987 B CN113153987 B CN 113153987B
- Authority
- CN
- China
- Prior art keywords
- gear
- transmission shaft
- planet carrier
- clutch
- planetary gear
- 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.)
- Active
Links
Images
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
- 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
-
- 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
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- 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
- F16H3/70—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
-
- 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
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H57/082—Planet carriers
-
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/148—Control of torque converter lock-up clutches using mechanical control means
-
- 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
- F16H2003/442—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion comprising two or more sets of orbital gears arranged in a single plane
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 provides a double-clutch variable-speed brake auxiliary device, which comprises a transmission mechanism, a planetary gear mechanism, a connecting mechanism, a supporting mechanism, an inner clutch mechanism and an outer clutch mechanism, wherein the transmission mechanism is connected with the planetary gear mechanism; the transmission mechanism comprises a boss and a transmission shaft which are fixedly connected; the connecting mechanism is sleeved on the transmission shaft; the planetary gear mechanism comprises two planetary gear assemblies arranged along a transmission shaft, each planetary gear assembly respectively comprises a planet carrier fixedly sleeved on the transmission shaft, a sun gear positioned on the inner side of the planet carrier and rotationally connected with the transmission shaft, a plurality of planetary gears meshed with the sun gear and a gear ring meshed with each planetary gear, the two sun gears are fixedly connected, the inner planet carrier is fixedly connected with the outer sun gear, the inner gear ring is connected with the supporting mechanism through a brake, and power is output by the outer gear ring; the supporting mechanism is positioned at the inner side of the planetary gear mechanism; the inner clutch mechanism and the outer clutch mechanism are respectively arranged between the inner side of the connecting mechanism and the lug boss and between the outer side of the connecting mechanism and the supporting mechanism. The invention can realize output and auxiliary braking with different reduction ratios.
Description
Technical Field
The invention relates to transmission braking equipment, in particular to a double-clutch variable-speed braking auxiliary device.
Background
At present, this driving method of in-wheel motor technique has very big development prospect, is the key technology of automobile electromotion, but it still has some problems on each item performance index, for example: at present, most hub motors have limited electric braking performance, and the operation energy consumption of a braking system is maintained to be large. There are several typical solutions to these problems.
In the first scheme, a gear set is added in a hub, and then the gear is shifted by sliding a gear through an operating mechanism connected to a vehicle body, and the principle is very similar to that of a manual gearbox. Although the gear shifting purpose can be achieved, the mechanism is complex and heavy, and is not suitable for being placed on the hub. Meanwhile, the hub is subjected to great vibration in the automobile driving process, the reliability and the durability of the mechanism are reduced due to the complex gear matching in the design, and great difficulty is caused for maintenance.
The second solution is to automatically match the motion and torque according to the form. At present, similar power switching devices are available in China, for example, a mechanical intelligent self-adaptive two-gear multi-cam automatic speed change driver disclosed in the Chinese patent application with the application number of 201210226346.4 drives a cam by using driving resistance to achieve the purposes of automatic gear shifting and self-adaptive matching of vehicle speed output torque according to the driving resistance. Through the interaction of a plurality of cam structures, the corresponding adaptation of power output is realized. However, in the scheme, the structures of parts and components are complex, the size of the speed changer is large, and meanwhile, due to the adoption of a plurality of cam structures, the stability is not ideal enough, and the service life of the speed changer also has room for improvement.
To sum up, the current in-wheel motor power switching device can not realize good adaptation of performance, and has a larger promotion space.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a double-clutch speed-changing braking auxiliary device, in particular to a double-clutch speed-changing braking auxiliary device which can realize different speed reduction ratio outputs and auxiliary braking functions.
The double-clutch speed-changing brake auxiliary device is used for assisting power sources such as a hub motor and the like to achieve the requirements of outputting different speed reduction ratios and an auxiliary brake function. At present, the wheel hub motor mostly lacks speed change gear, can't realize the variable speed function in order to adapt to complicated operating mode, and has the not enough problem of braking force.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the invention provides a double-clutch variable-speed brake auxiliary device which is characterized by comprising a transmission mechanism, a planetary gear mechanism, a connecting mechanism, a supporting mechanism, an inner clutch mechanism and an outer clutch mechanism which are coaxially arranged; the transmission mechanism is connected with the driving motor and comprises a boss and a transmission shaft which are fixedly connected from inside to outside in sequence; the connecting mechanism is sleeved on the transmission shaft; the planetary gear mechanism comprises a first planetary gear assembly and a second planetary gear assembly arranged along the transmission shaft, and a brake arranged between the second planetary gear assembly and the supporting mechanism; the first planetary gear assembly comprises a first planet carrier fixedly sleeved at one end of the transmission shaft far away from the boss, a first sun gear positioned on the inner side of the first planet carrier and rotatably sleeved on the transmission shaft, a plurality of first planetary gears meshed with the first sun gear and rotatably connected with the first planet carrier, and first gear rings meshed with the first planetary gears, wherein power output is realized by the first gear rings; the second planetary gear assembly comprises a second planet carrier fixedly sleeved on the transmission shaft and fixedly connected with the inner side of the first gear ring, a second sun gear positioned on the inner side of the second planet carrier and fixedly connected with the first sun gear and rotatably sleeved on the transmission shaft, a plurality of second planetary gears meshed with the second sun gear and rotatably connected with the second planet carrier, and second gear rings meshed with the second planetary gears; the supporting mechanism is positioned on the inner side of the planetary gear mechanism and is connected with any one of a suspension, a steering knuckle, a vehicle beam or a bearing type vehicle body of a vehicle; the inner clutch mechanism is arranged between the inner side of the connecting mechanism and the boss; the outer clutch mechanism is arranged between the outer side of the connecting mechanism and the supporting mechanism;
when the external clutch mechanism is engaged, the internal clutch mechanism is disengaged and the brake is disengaged, the connecting mechanism, the supporting mechanism and the sun gears do not rotate, and the transmission shaft drives the first planetary gear and the first gear ring to synchronously rotate through the first planet carrier; meanwhile, the transmission shaft drives a second planetary gear and a second gear ring to synchronously rotate through the second planet carrier;
when the inner clutch mechanism is engaged, the outer clutch mechanism is disengaged and the brake is disengaged, the transmission shaft drives the first sun gear and the second sun gear to rotate at the same speed through the connecting mechanism; meanwhile, the transmission shaft enables the first planet carrier, the second planet carrier, the first gear ring and the second gear ring to rotate at the same speed;
when the inner clutch mechanism and the outer clutch mechanism are in a separated state and the brake is engaged at the same time, the second gear ring is locked, so that the rotating speed of the first gear ring is adjusted, and the transmission shaft drives the first planet gear and the first gear ring to synchronously rotate through the first planet carrier;
when the inner clutch mechanism and the outer clutch mechanism are simultaneously engaged, and the brake is disengaged or engaged, the transmission shaft brakes the first sun gear and the second sun gear through the connecting mechanism, and simultaneously brakes the corresponding planetary gear and the corresponding gear ring through each planet carrier. In conclusion, the beneficial effects of the invention are as follows:
aiming at the problems that most of the existing hub motors lack speed change devices, cannot realize speed change function to adapt to complex working conditions and have insufficient braking force, the invention provides a double-clutch speed change braking auxiliary device.
Drawings
Fig. 1 is a schematic view of the overall structure of a dual clutch variable speed brake auxiliary device according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of the overall structure of a dual clutch speed-change brake auxiliary device according to an embodiment of the present invention, and the output end of the ring gear is omitted.
Fig. 3 is a sectional view of the auxiliary device shown in fig. 1.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the detailed description and specific examples, while indicating the scope of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
For a better understanding of the present invention, an application example of a dual clutch shift brake assist device proposed by the present invention is described in detail below.
Referring to fig. 1 to 3, a shift brake assist device according to an embodiment of the present invention includes a transmission mechanism 110, a planetary gear mechanism 120, a connecting mechanism 130, a supporting mechanism 140, an inner clutch mechanism 150, and an outer clutch mechanism 160, which are coaxially disposed. Wherein, the transmission mechanism 110 comprises a boss 112 and a transmission shaft 111 which are fixedly connected from inside to outside in sequence; the connecting mechanism 130 is sleeved on the transmission shaft 111; the planetary gear mechanism 120 is sleeved at one end of the transmission shaft 111 far away from the boss 112; the support mechanism 140 is located inside the planetary gear mechanism 120; the inner clutch mechanism 150 is installed between the inner side of the connecting mechanism 130 and the boss 112, and the outer clutch mechanism 160 is installed between the outer side of the connecting mechanism 130 and the support mechanism 140.
The specific implementation and functions of the components in the embodiment of the present invention are described as follows:
referring to fig. 2 and 3, the transmission mechanism 110 includes a transmission shaft 111 and a boss 112 fixedly connected to each other, an inner side of the boss 112 (i.e., a side of the boss 112 facing the inside of the paper) is connected to one of an in-wheel motor and a wheel-side motor, and the boss 112 and the transmission shaft 111 are driven to rotate by the in-wheel motor or the wheel-side motor.
Referring to fig. 2 and 3, the planetary gear mechanism 120 includes a first planetary gear assembly and a second planetary gear assembly axially spaced along the transmission shaft 111, and a brake (not shown in the drawings) disposed between the second planetary gear assembly and the support mechanism 140, wherein the second planetary gear assembly is disposed closer to the support mechanism 140 than the first planetary gear assembly in the present embodiment, and the brake is a band brake. The first planetary gear assembly includes a first planet carrier 121 and a first planetary gear set. The first planet carrier 121 is located at the outermost side of the planetary gear mechanism 120, and is fixed with one end of the transmission shaft 111 far away from the boss 112, and rotates along with the rotation of the transmission shaft 111. The first planetary gear set includes a plurality of first planetary gears 122, a first sun gear 123 and a first ring gear 124; the first sun gear 123 is sleeved on the transmission shaft 111 through a bearing and is located at a position far away from the support mechanism 140 on the inner side of the first planet carrier 121, and the first sun gear 123 can rotate relative to the transmission shaft 111; a plurality of first planet gears 122 are uniformly distributed on the periphery of the first sun gear 123 and meshed with the first sun gear 123, and each first planet gear 122 is rotatably connected with the inner side of the planet carrier 121 through a bearing; the first ring gear 124 is disposed on the first carrier 121, is located at the periphery of each first planetary gear 122, and is engaged with each first planetary gear 122, and the outer side of the first ring gear 124 is connected to a wheel, so as to realize power output. The second planetary gear assembly includes a second planet carrier 125, a second planetary gear set. The second planet carrier 125 is located between the first planetary gear set and the second planetary gear set, fixed in the middle of the transmission shaft 111 and fixed to the inner side of the first ring gear 124, and rotates with the rotation of the transmission shaft 111. The second planetary gear set includes a plurality of second planet gears 126, a second sun gear 127, and a second ring gear 128; the second sun gear 127 is sleeved on the transmission shaft 111 through a bearing, is positioned on the inner side of the second planet carrier 125 and is fixedly connected with the first sun gear 123, and the second sun gear 127 and the first sun gear 123 can synchronously rotate relative to the transmission shaft 111; a plurality of second planet gears 126 are uniformly distributed on the periphery of the second sun gear 127 and are meshed with the second sun gear 127, and each second planet gear 126 is rotatably connected with the inner side of the second planet carrier 125 through a bearing; the second ring gear 128 is located at the periphery of each second planetary gear 126 and meshed with each second planetary gear 126, a brake is arranged between the second ring gear 128 and the supporting mechanism 140, the connection of the second ring gear 128 and the supporting mechanism 140 is realized through the brake, and the second ring gear 128 is respectively enabled and locked by the separation and the engagement of the brake. In this embodiment, the first planet carrier 121 and the second planet carrier 125 are both a regular triangle flat plate, a first stub shaft 1211 is respectively disposed on the inner sides of three corners of the first planet carrier 121, each first stub shaft 1211 is respectively and rotatably connected to the center of a corresponding first planet gear 122 through a bearing, and the transmission shaft 111 sequentially drives the first planet gear 122 and the first sun gear 123 to rotate around the transmission shaft 111 through the first planet carrier 121. A second stub shaft 1251 is respectively arranged on the inner sides of three corners of the second planet carrier 125, and each second stub shaft 1251 is respectively and rotatably connected with the center of a corresponding second planet gear 126 through a bearing; the second planet gear 126 and the second sun gear 127 are sequentially driven by the transmission shaft 111 through the second planet carrier 125 to rotate around the transmission shaft 111.
Referring to fig. 2, the connection mechanism 130 includes a shaft sleeve 131 and inner and outer flanges 132 and 133 disposed at two ends of the shaft sleeve 131, the shaft sleeve 131 is disposed at an outer periphery of the transmission shaft 111, the shaft sleeve 131 is connected to the transmission shaft 111 through a bearing to facilitate relative rotation between the shaft sleeve 131 and the transmission shaft 111, meanwhile, the shaft sleeve 131 is also fixedly connected to the sun gear 123, and the external clutch mechanism 160 realizes clutching and locking of the sun gear 123 through the shaft sleeve 131.
Referring to fig. 2, the support mechanism 140 includes a gear housing 141 that houses the planetary gear mechanism 120, and the inside of the gear housing 141 is connected to any one of a suspension, a knuckle, a beam, and a carrier body of the vehicle.
Referring to fig. 2, the internal clutch mechanism 150 includes an internal clutch 151, the internal clutch 151 is disposed between the transmission shaft 111 and the internal flange 132 of the sleeve 131, and whether there is relative movement between the transmission shaft 111 and the sleeve 131 can be controlled by engaging and disengaging the internal clutch 151.
Referring to fig. 2, the external clutch mechanism 160 includes an external clutch 161, the external clutch 161 is disposed between the external flange 133 of the sleeve 131 and the gear housing 141, and whether there is relative movement between the sleeve 131 and the gear housing 141 can be controlled by engaging and disengaging the external clutch 161.
The inner clutch mechanism 150 and the outer clutch mechanism 160 can control the mechanism to be in different motion states, including four stable operation states and one transient stable operation state, which are respectively described as follows:
(1) stable operating state 1: the external clutch mechanism 160 is engaged, the internal clutch mechanism 150 is disengaged, and the brake is disengaged
The working state is a speed-up state working mode. The external clutch mechanism is engaged so that there is no relative movement between the sleeve 131 and the gear housing 141, so that the first sun gear 123 and the gear housing 141 are relatively stationary, i.e. the first sun gear 123 does not rotate, and power is transmitted to the first carrier 121 through the transmission shaft 111 and then output from the first ring gear 124, thereby achieving an output with a transmission ratio less than 1. At this time, since the brake is in the disengaged state, the rotation of the second ring gear 128 is not limited, and the second sun gear 127 and the first sun gear 123 are both fixedly connected in a stationary state, and the power is transmitted to the second planet carrier 125 through the transmission shaft 111, and then drives the second ring gear 128 to rotate.
(2) Stable operating state 2: with the inner clutch mechanism 150 engaged, the outer clutch mechanism 160 disengaged, and the brake disengaged
The working state is a constant speed state working mode. The engagement of the internal clutch mechanism 150 keeps the sleeve 131 stationary with respect to the transmission shaft 111, i.e., the first sun gear 123 and the first carrier 121 are equivalent to being stationary with respect to each other, and the power is transmitted to the first carrier 121 through the transmission shaft 111 and then output from the first ring gear 124, thereby achieving an output with a transmission ratio equal to 1. At this time, since the brake is in the disengaged state, the rotation of the second ring gear 128 is not limited, the second sun gear 127 is fixedly connected with the first sun gear 123 and keeps relatively stationary with the second planet carrier 125, and the power is transmitted to the second planet carrier 125 through the transmission shaft 111, and then drives the second ring gear 128 to rotate.
(3) Stable operating state 3: the inner clutch mechanism 150 and the outer clutch mechanism 160 are simultaneously in a disengaged state, with the brake engaged
The working state is a distance-increasing state working mode. By locking the second ring gear 128 when the brake is engaged to regulate the rotational speed of the various components in the first planetary gear assembly, power is transmitted through the transfer shaft 111 to the first carrier 121 and out of the first ring gear 124, achieving an output with a gear ratio greater than 1. Specifically, when the second ring gear 128 is locked, the rotation speeds of the second carrier 125 and the second sun gear 127 have a predetermined relationship; since the first sun gear 123 is fixedly connected to the second sun gear 127, and the first ring gear 124 is fixedly connected to the second planet carrier 125, the rotation speeds of the first ring gear 124 and the first sun gear 123 have a predetermined relationship, so that the relationship among the rotation speeds of the first planet carrier 121 (input), the first sun gear 123 and the first ring gear 124 (output) can be derived, that is, the rotation speeds of the components in the first planetary gear assembly can be adjusted by locking the second ring gear 128.
(4) Stable operating state 4: the inner clutch mechanism 150 and the outer clutch mechanism 160 are simultaneously in an engaged state, with the brake disengaged or engaged
The present operating state is a brake assist operating mode. The inner clutch mechanism 150 and the outer clutch mechanism 160 are simultaneously in an engaged state, so that the shaft sleeve 131, the gear box 141 and the transmission shaft 111 are locked through two sets of clutch systems, and at the moment, the motor is also in a deceleration braking state, namely, the braking torque is increased, so that the braking auxiliary function is realized.
(4) And (3) temporarily stabilizing the working state: the inner clutch mechanism 150 and the outer clutch mechanism 160 are simultaneously in a disengaged state, with the brake disengaged or engaged
This operating state is a safe auxiliary operating mode when the wheel is slipping. The inner clutch mechanism 150 and the outer clutch mechanism 160 are in a separated state at the same time, the wheels are not driven by the motor at the moment, the planetary gear mechanism 120 is also in a free state, the posture of the wheels can be passively and freely adjusted under the influence of the outside, and safety assistance during slipping is realized.
The present invention and its embodiments have been described above schematically, without limitation, and what is shown in the drawings is only one of the embodiments of the present invention and is not actually limited thereto. Therefore, if the person skilled in the art receives the teaching, it is within the scope of the present invention to design the similar manner and embodiments without departing from the spirit of the invention.
Claims (6)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110378048.6A CN113153987B (en) | 2021-04-08 | 2021-04-08 | Double-clutch variable-speed brake auxiliary device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110378048.6A CN113153987B (en) | 2021-04-08 | 2021-04-08 | Double-clutch variable-speed brake auxiliary device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113153987A CN113153987A (en) | 2021-07-23 |
| CN113153987B true CN113153987B (en) | 2022-07-05 |
Family
ID=76889137
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110378048.6A Active CN113153987B (en) | 2021-04-08 | 2021-04-08 | Double-clutch variable-speed brake auxiliary device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113153987B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013226471A1 (en) * | 2013-12-18 | 2015-06-18 | Zf Friedrichshafen Ag | transmission |
| CN105134819A (en) * | 2015-06-24 | 2015-12-09 | 合肥工业大学 | Transmission and actuation mechanism for double clutches |
| CN107100964A (en) * | 2016-02-23 | 2017-08-29 | 舍弗勒技术股份两合公司 | High ratio transmission device |
| DE102016004373A1 (en) * | 2016-04-09 | 2017-10-12 | Daimler Ag | Drive device, in particular for an electric vehicle |
| DE102018000186A1 (en) * | 2018-01-12 | 2019-07-18 | Daimler Ag | Transmission device, in particular for a motor vehicle |
| CN111094801A (en) * | 2017-09-05 | 2020-05-01 | 爱信艾达株式会社 | Planetary carrier and manufacturing method thereof |
-
2021
- 2021-04-08 CN CN202110378048.6A patent/CN113153987B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013226471A1 (en) * | 2013-12-18 | 2015-06-18 | Zf Friedrichshafen Ag | transmission |
| CN105134819A (en) * | 2015-06-24 | 2015-12-09 | 合肥工业大学 | Transmission and actuation mechanism for double clutches |
| CN107100964A (en) * | 2016-02-23 | 2017-08-29 | 舍弗勒技术股份两合公司 | High ratio transmission device |
| DE102016004373A1 (en) * | 2016-04-09 | 2017-10-12 | Daimler Ag | Drive device, in particular for an electric vehicle |
| CN111094801A (en) * | 2017-09-05 | 2020-05-01 | 爱信艾达株式会社 | Planetary carrier and manufacturing method thereof |
| DE102018000186A1 (en) * | 2018-01-12 | 2019-07-18 | Daimler Ag | Transmission device, in particular for a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113153987A (en) | 2021-07-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN206926509U (en) | A kind of more gear electric drive transmission devices | |
| CN106763617A (en) | A kind of power drive system for being based on three shift transmissions | |
| CN107542863B (en) | Three-planet hybrid two-speed automatic transmission assembly | |
| CN209164506U (en) | Transmissions, Powertrains and Vehicles | |
| CN105501057B (en) | A kind of power drive system based on single planetary row two-gear transmission | |
| CN105546073A (en) | Electric drive system based on two-stage planetary line two-shift transmission | |
| CN106641131A (en) | Two-speed gearbox for electric vehicle | |
| CN116658586A (en) | Electric driving system of vehicle, electric driving axle and vehicle | |
| CN214492504U (en) | Double-motor electric drive axle of belt wheel side speed reducer | |
| CN105539130A (en) | Electric driving axle based on single planet row | |
| CN118912184A (en) | Electric automobile two-gear transmission using duplex planetary composite gear train | |
| CN203557951U (en) | Special-purpose pure electric automobile driving system with automatic two-gear speed changing capability | |
| CN108512381A (en) | The integrated wheel hub motor of novel high-performance | |
| CN108730435A (en) | The double dynamical infinitely variable transmission of electric vehicle | |
| CN205365238U (en) | Power drive system based on single file star is arranged two and is kept off derailleur | |
| CN106314136A (en) | Electric drive bridge system based on single planet row two speed transmission and control method thereof | |
| CN205523681U (en) | Electric drive axle based on single file star row | |
| WO2021087946A1 (en) | Two-gear variable-speed bridge drive system having dual clutch | |
| CN114337078A (en) | Dual-rotor hub motor two-gear speed change system based on dual electromagnetic clutches | |
| CN117698394A (en) | Dual-motor independent-drive synchronous gear shifting two-gear speed change system and electric automobile | |
| CN110657206A (en) | Transmission, power driving system and vehicle | |
| CN113153987B (en) | Double-clutch variable-speed brake auxiliary device | |
| CN203713556U (en) | Motor for pure electric vehicle and transmission-integrated power assembly | |
| CN206274065U (en) | A kind of power drive system for being based on three shift transmissions | |
| CN212250995U (en) | multi-speed transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |