CN114183506A - Vehicle transmission, vehicle power system and vehicle - Google Patents
Vehicle transmission, vehicle power system and vehicle Download PDFInfo
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- CN114183506A CN114183506A CN202010967272.4A CN202010967272A CN114183506A CN 114183506 A CN114183506 A CN 114183506A CN 202010967272 A CN202010967272 A CN 202010967272A CN 114183506 A CN114183506 A CN 114183506A
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
- F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H2003/0826—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
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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
- F16H2200/0004—Transmissions for multiple ratios comprising a power take off shaft
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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
- F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
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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
- F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention provides a vehicle transmission, a vehicle power system and a vehicle, and belongs to the field of vehicle power transmission. The gears of the transmission comprise a first gear, a second gear and a third gear, wherein an input shaft and an output shaft are coaxially arranged, an intermediate shaft is parallel to the input shaft and is in transmission connection with the input shaft, and a normally meshed driving gear is fixed on the input shaft; the first-gear driven gear is rotatably assembled on the output shaft; the first three-gear synchronizer comprises a first gear hub fixed on the output shaft and a first combination sleeve assembled on the first gear hub in a sliding mode, and the first combination sleeve is a gear sleeve with teeth on the outer ring, so that a second-gear driven gear is integrated on the first combination sleeve; the constant-mesh driven gear and the first-gear driving gear are fixedly assembled on the intermediate shaft, and the second-gear driving gear is rotatably assembled on the intermediate shaft; the second gear synchronizer comprises a second gear hub fixed on the intermediate shaft and a second combination sleeve which is slidably assembled on the second gear hub. Two driven gears are integrated on the first combination sleeve, so that the axial size of the transmission can be effectively shortened.
Description
Technical Field
The invention relates to a vehicle transmission, a vehicle power system and a vehicle, and belongs to the technical field of vehicle power transmission.
Background
The existing pure electric sanitation vehicle transmission mainly comprises two gears, namely a two-gear transmission and a four-gear transmission, wherein the two-gear transmission mainly comprises a parallel shaft type and a planetary gear type, and the four-gear transmission mainly comprises a parallel shaft type.
The two-gear parallel shaft type transmission has the problem of large interruption of gear shifting power. The large torque is needed when the whole vehicle climbs a slope, the high rotating speed is needed when the vehicle runs at a high speed, and in order to meet the requirement of the whole vehicle, the width of the speed ratio of two gears of the transmission is often large, so that the gear shifting time is long, and the feeling of passengers is influenced. Meanwhile, the efficiency of different working points of the motor has certain difference, and when the number of gears of the transmission is small, the motor is more easily located in a region with low efficiency to work, so that the working efficiency of the motor is low. The two-gear planetary transmission has the problems of large gear shifting power interruption and low working efficiency of a motor, and also has the problem of high cost. Compared with a two-gear transmission, the four-gear transmission has the advantages that gear-shifting power interruption is small, the working efficiency of the motor is relatively high, the four-gear transmission is large in number of parts, high in cost and heavy in weight, meanwhile, the four-gear transmission is large in number of gears, and the gears are arranged in series along the axial direction, so that the axial size of the transmission is large.
Disclosure of Invention
The invention aims to provide a vehicle transmission, which is used for solving the problem that the axial size of the existing transmission is large; the invention also provides a vehicle power system, which is used for solving the problem that the power system occupies a larger space due to the larger axial size of the existing transmission; the invention also provides a vehicle, which is used for solving the problem that the existing transmission has larger axial size, so that a power system occupies larger space, and further the vehicle has larger volume.
In order to achieve the above object, the present invention provides a vehicular transmission, wherein the gears include a first gear, a second gear and a third gear, and further include:
an input shaft for power input;
the output shaft is used for power output, and the output shaft and the input shaft are coaxially arranged;
the middle shaft is arranged in parallel with the axis of the input shaft, and one end of the middle shaft is in transmission connection with the input shaft;
a normally meshed driving gear is fixedly assembled on the input shaft;
the axial of output shaft is equipped with in proper order: a third gear synchronizer and a first gear driven gear; the first-gear driven gear is rotatably assembled on the output shaft; the first gear hub can be selectively combined with one or both of the first gear driven gear and the normally meshed driving gear through the first combination sleeve to realize gear shifting; the first combination sleeve of the first three-gear synchronizer is a gear sleeve with teeth on the outer ring, so that a second-gear driven gear is integrated on the first combination sleeve of the first three-gear synchronizer;
the axial of jackshaft is equipped with in proper order: the device comprises a normally meshed driven gear correspondingly meshed with the normally meshed driving gear, a two-gear synchronizer, a two-gear driving gear correspondingly meshed with the two-gear driven gear and a one-gear driving gear correspondingly meshed with the one-gear driven gear; the constant-mesh driven gear and the first-gear driving gear are fixedly assembled on the intermediate shaft, and the second-gear driving gear is rotatably assembled on the intermediate shaft; the second gear synchronizer comprises a second gear hub fixed on the intermediate shaft and a second combination sleeve assembled on the second gear hub in a sliding mode, and the second gear hub can be combined with or separated from the second gear driving gear through the second combination sleeve to achieve gear shifting;
when the first gear hub is selectively combined with one of the first-gear driven gear and the normally meshed driving gear and the second gear hub is separated from the second-gear driving gear, the first gear hub corresponds to a first gear or a third gear;
when the first gear hub, the first gear driven gear and the normally meshed driving gear are not combined, and the second gear hub and the second gear driving gear are combined, the second gear corresponds to the second gear.
The invention also provides a vehicle power system which comprises the motor and the vehicle transmission.
The invention also provides a vehicle, which comprises a vehicle body and a vehicle power system arranged on the vehicle body, wherein the vehicle power system comprises a motor, and the vehicle power system also comprises the vehicle transmission.
The invention has the beneficial effects that: firstly, the second gear, the first gear and the third gear of the vehicle transmission are dispersedly arranged on mutually parallel shafts, which is equivalent to parallel arrangement, so that the axial dimension required by the transmission is smaller; on the basis, the second-gear driven gear is integrated on the first combination sleeve of the first-gear synchronizer and the third-gear synchronizer, compared with the existing transmission, the transmission for the vehicle does not need to be additionally provided with the second-gear driven gear, the number of adopted parts is less, the structure is more compact, the axial size of the transmission can be further shortened, the weight of the transmission is reduced, and the cost of the transmission is reduced; the vehicle power system and the vehicle both adopt the vehicle transmission, and the vehicle transmission can effectively shorten the axial size of the transmission, so that compared with the existing power system, the vehicle power system occupies smaller space, and compared with the existing vehicle, the vehicle volume is smaller.
Further, in the vehicular transmission, the vehicular power system and the vehicle, the normally-meshed driving gear has a first engaging tooth, and the first engaging sleeve can be connected with the first engaging tooth of the normally-meshed driving gear to achieve the engagement of the first hub and the normally-meshed driving gear; the first-gear driven gear is provided with second combination teeth, and the first combination sleeve can be connected with the second combination teeth of the first-gear driven gear to realize the combination of the first gear hub and the first-gear driven gear.
Further, in the vehicular transmission, the vehicular power system, and the vehicle described above, the second gear driving gear has a third engaging tooth, and the second engaging sleeve can be connected to the third engaging tooth of the second gear driving gear to engage the second hub with the second gear driving gear.
Further, in the vehicular transmission, the vehicular power system, and the vehicle described above, the constant mesh driving gear is provided at one end of the input shaft, the output shaft has an end portion close to the constant mesh driving gear, and an inside of the first engaging tooth of the constant mesh driving gear is rotatably fitted on the end portion of the output shaft close to the constant mesh driving gear through a bearing, so that the output shaft and the input shaft are rotatably supported through the bearing.
Further, in the vehicular transmission, the vehicular power system and the vehicle, a power take-off gear is fixedly assembled on the intermediate shaft and is used for connecting a power take-off.
Further, in the transmission for a vehicle, the power system for a vehicle and the vehicle, the input shaft is connected to a motor to realize power input.
Drawings
FIG. 1 is a schematic view of the structure of a vehicle in an embodiment of the vehicle of the present invention;
in the drawing, 1 is a motor, 2 is an input shaft, 3 is a constant mesh drive gear, 31 is a first engaging tooth, 4 is a three-speed synchronizer, 5 is a two-speed driven gear, 6 is a one-speed driven gear, 61 is a second engaging tooth, 7 is an intermediate shaft, 8 is a constant mesh driven gear, 9 is a two-speed synchronizer, 10 is a two-speed drive gear, 101 is a third engaging tooth, 11 is a one-speed drive gear, 12 is a power take-off gear, 13 is an output shaft, and 14 is a bearing.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments.
The embodiment of the vehicle is as follows:
as shown in fig. 1, the vehicle of the present embodiment is a pure electric sanitation vehicle, and includes a vehicle body and a vehicle power system arranged on the vehicle body, where the vehicle power system includes an electric motor 1 and a vehicle transmission (as shown in a dashed box in fig. 1).
As shown in a dashed line frame in fig. 1, the vehicular transmission of the present embodiment is a three-gear transmission, and the gears include first, second, and third gears, and further include: an input shaft 2 and an output shaft 13 which are coaxially arranged, and an intermediate shaft 7 which is arranged parallel to the input shaft 2. The input shaft 2, the output shaft 13, and the intermediate shaft 7 all extend in the left-right direction.
Wherein, 2 left ends of input shaft are used for with the output shaft of motor 1, drive input shaft 2 by motor 1 and rotate, realize power input, and normally meshed driving gear 3 fixes at 2 right-hand members of input shaft, and normally meshed driving gear 3 right-hand members has first engaging tooth 31.
The output shaft 13 and the input shaft 2 are coaxial but not fixedly connected together, but are disconnected with each other, and the two realize the rotary support through a bearing, and the specific structure of the rotary support is as follows: the inside of the first engaging tooth 31 at the right end of the constant-pitch drive gear 3 is rotatably fitted to the left end of the output shaft 13 (i.e., the end of the output shaft 13 near the constant-pitch drive gear 3) via the bearing 14.
The right end of the output shaft 13 is connected with a transmission shaft for driving the vehicle to run; a three-gear synchronizer 4 and a first-gear driven gear 6 are sequentially assembled on the output shaft 13 from left to right in the axial direction, wherein the first-gear driven gear 6 is rotatably assembled on the output shaft 13 through a bearing, and a second combination tooth 61 is arranged at the left end of the first-gear driven gear 6; a three-speed synchronizer 4 includes a first hub fixed to the output shaft 13 and a first coupling sleeve slidably fitted to the first hub, and the first hub can be selectively coupled to one or both of the first-speed driven gear 6 and the normally-engaged driving gear 3 through the first coupling sleeve to perform shifting. Specifically, the first engaging sleeve may be connected to the first engaging tooth 31 of the normally-engaged driving gear 3, so as to achieve the engagement of the first hub and the normally-engaged driving gear 3; the first coupling sleeve can be connected to the second coupling tooth 61 of the first-gear driven gear 6, so that the first hub and the first-gear driven gear 6 are coupled.
The first combining sleeve of the first three-gear synchronizer 4 is a gear sleeve with teeth on the outer ring, so that the second-gear driven gear 5 is integrated on the first combining sleeve of the first three-gear synchronizer 4.
The intermediate shaft 7 is arranged in parallel with the axis of the input shaft 1, and one end of the intermediate shaft 7 is in transmission connection with the input shaft 1 through corresponding gears (namely a constant mesh driving gear 3 and a constant mesh driven gear 8). The intermediate shaft 7 is axially assembled with: a normally meshed driven gear 8 correspondingly meshed with the normally meshed driving gear 3, a secondary synchronizer 9, a secondary driving gear 10 correspondingly meshed with the secondary driven gear 5 and a primary driving gear 11 correspondingly meshed with the primary driven gear 6; the constant-meshed driven gear 8 and the first-gear driving gear 11 are fixed on the intermediate shaft 7, the second-gear driving gear 10 is rotatably assembled on the intermediate shaft 7 through a bearing, and the left end of the second-gear driving gear 10 is provided with a third combination tooth 101; the second gear synchronizer 9 includes a second gear hub fixed to the intermediate shaft 7 and a second coupling sleeve slidably fitted to the second gear hub, and the second gear hub can be coupled to or separated from the second gear drive gear 10 by the second coupling sleeve to realize shifting. Specifically, the second coupling sleeve may be connected to the third coupling tooth 101 of the second gear driving gear 10, so as to couple the second hub and the second gear driving gear 10.
A power takeoff gear 12 is fixedly assembled on the intermediate shaft, and the power takeoff gear 12 is used for connecting a power takeoff which outputs power to an external device; in other embodiments, other gears fixedly connected with the intermediate shaft can be used as the power take-off gear.
When the first gear hub is selectively combined with one of the first-gear driven gear 6 and the normally meshed driving gear 3 and the second gear hub is separated from the second-gear driving gear 10, corresponding to first gear or third gear; when the first gear hub, the first-gear driven gear 6 and the constant-pitch drive gear 3 are not combined and the second gear hub and the second-gear drive gear 10 are combined, the second gear corresponds to the second gear.
The power flow transmission path when the transmission for a vehicle of the present embodiment is engaged in different gears will be described in detail below:
(1) when the vehicle transmission is in first gear, a first gear hub of a three-gear synchronizer 4 is combined with a first-gear driven gear 6, and a second-gear synchronizer 9 is in a neutral position. The power flow transmission path is: power is transmitted to an output shaft 13 from a motor 1 through an input shaft 2, a normally meshed driving gear 3, a normally meshed driven gear 8, a first-gear driving gear 11, a first-gear driven gear 6 and a third-gear synchronizer 4, and then is transmitted to a transmission shaft;
(2) when the vehicle transmission is in the second gear, the second gear hub of the second gear synchronizer 9 is combined with the second gear driving gear 10, and the first third gear synchronizer 4 is in the neutral position. Because the second-gear driven gear 5 is integrated on the first combination sleeve of the first three-gear synchronizer 4, the power flow transmission path when the second gear is hung is as follows: power is transmitted to an output shaft 13 from a motor 1 through an input shaft 2, a normally meshed driving gear 3, a normally meshed driven gear 8, a second-gear synchronizer 9, a second-gear driving gear 10, a second-gear driven gear 5 and a third-gear synchronizer 4, and then is transmitted to a transmission shaft;
(3) when the vehicle transmission is in a third gear, a first gear hub of a third gear synchronizer 4 is combined with the normally meshed driving gear 3, and a second gear synchronizer 9 is in a neutral position. The power flow transmission path is: the power is transmitted from the motor 1 to the output shaft 13 through the input shaft 2, the constant mesh driving gear 3 and the first-third gear synchronizer 4, and then is transmitted to the transmission shaft.
The vehicular transmission of the embodiment has the following advantages: firstly, the second gear, the first gear and the third gear are dispersedly arranged on mutually parallel shafts, which is equivalent to parallel arrangement, so that the axial dimension required by the transmission is smaller; on this basis, two driven gears are integrated on the first combination sleeve of a three-gear synchronizer, and compared with the existing transmission, the three-gear synchronizer has the advantages that two driven gears do not need to be additionally arranged, the number of adopted parts is less, the structure is more compact, the axial size of the transmission can be further shortened, the weight of the transmission is reduced, and the cost of the transmission is reduced.
Because the vehicular power system and the vehicle of the embodiment both adopt the vehicular transmission of the embodiment, and the vehicular transmission of the embodiment can effectively shorten the axial dimension of the transmission, the vehicular power system of the embodiment occupies smaller space compared with the existing power system, and the vehicle of the embodiment has smaller volume compared with the existing vehicle.
In other embodiments, the positions of the first gear, the second gear and the third gear can be interchanged.
In the embodiment, the vehicle transmission is applied to a pure electric sanitation vehicle, the vehicle transmission correspondingly comprises a power take-off gear, and the power system correspondingly only comprises an electric motor, and the electric motor drives the input shaft to rotate. It is apparent that the vehicular transmission of the invention can also be applied to other types of vehicles, for example, the vehicular transmission can omit the power take-off gear when the vehicle does not need to output power to an external device. The technical solution of the vehicular transmission according to the present invention is not limited to the implementation on the three-speed transmission, the first, second, and third gears may be three gears in the transmission with more than four gears, and the first, second, and third gears are only a name for distinction, and are not limited to the relationship that the transmission ratio is increased or decreased, and the first, second, and third gears may also include the reverse gear.
The embodiment of the power system comprises:
the vehicle power system of the embodiment includes the motor and the vehicle transmission, which have been described in detail in the vehicle embodiment and are not described herein again.
Transmission embodiment:
the vehicular transmission of the present embodiment is shown in a dashed line frame in fig. 1, and the vehicular transmission has been described in detail in the vehicular embodiment, and will not be described herein again.
Claims (8)
1. A vehicular derailleur, the fender position includes first, second, third, still includes:
an input shaft for power input;
the output shaft is used for power output, and the output shaft and the input shaft are coaxially arranged;
the middle shaft is arranged in parallel with the axis of the input shaft, and one end of the middle shaft is in transmission connection with the input shaft;
it is characterized in that the preparation method is characterized in that,
a normally meshed driving gear is fixedly assembled on the input shaft;
the axial of output shaft is equipped with in proper order: a third gear synchronizer and a first gear driven gear; the first-gear driven gear is rotatably assembled on the output shaft; the first gear hub can be selectively combined with one or both of the first gear driven gear and the normally meshed driving gear through the first combination sleeve to realize gear shifting; the first combination sleeve of the first three-gear synchronizer is a gear sleeve with teeth on the outer ring, so that a second-gear driven gear is integrated on the first combination sleeve of the first three-gear synchronizer;
the axial of jackshaft is equipped with in proper order: the device comprises a normally meshed driven gear correspondingly meshed with the normally meshed driving gear, a two-gear synchronizer, a two-gear driving gear correspondingly meshed with the two-gear driven gear and a one-gear driving gear correspondingly meshed with the one-gear driven gear; the constant-mesh driven gear and the first-gear driving gear are fixedly assembled on the intermediate shaft, and the second-gear driving gear is rotatably assembled on the intermediate shaft; the second gear synchronizer comprises a second gear hub fixed on the intermediate shaft and a second combination sleeve assembled on the second gear hub in a sliding mode, and the second gear hub can be combined with or separated from the second gear driving gear through the second combination sleeve to achieve gear shifting;
when the first gear hub is selectively combined with one of the first-gear driven gear and the normally meshed driving gear and the second gear hub is separated from the second-gear driving gear, the first gear hub corresponds to a first gear or a third gear;
when the first gear hub, the first gear driven gear and the normally meshed driving gear are not combined, and the second gear hub and the second gear driving gear are combined, the second gear corresponds to the second gear.
2. The vehicular transmission according to claim 1, wherein the constant-mesh drive gear has a first engaging tooth, and the first engaging sleeve is capable of engaging the first hub with the constant-mesh drive gear by being connected to the first engaging tooth of the constant-mesh drive gear; the first-gear driven gear is provided with second combination teeth, and the first combination sleeve can be connected with the second combination teeth of the first-gear driven gear to realize the combination of the first gear hub and the first-gear driven gear.
3. The vehicular transmission according to claim 1, wherein the second gear drive gear has a third engaging tooth, and the second engaging sleeve is capable of engaging the second hub with the second gear drive gear by being connected to the third engaging tooth of the second gear drive gear.
4. The transmission for vehicle according to claim 2, wherein the constant-mesh driving gear is provided at one end of the input shaft, the output shaft has an end portion adjacent to the constant-mesh driving gear, and an inner portion of the first engaging tooth of the constant-mesh driving gear is rotatably fitted on the end portion of the output shaft adjacent to the constant-mesh driving gear through a bearing, so that the output shaft and the input shaft are rotatably supported through the bearing.
5. The vehicular transmission according to any one of claims 1 to 4, wherein a power take-off gear is further fixedly mounted on the counter shaft, and the power take-off gear is used for connecting a power take-off.
6. The vehicular transmission according to any one of claims 1 to 4, wherein the input shaft is adapted to be connected to an electric motor for power input.
7. A vehicular power system including an electric machine, characterized by further comprising a vehicular transmission according to any one of claims 1 to 6.
8. A vehicle comprising a vehicle body and a vehicle power system arranged on the vehicle body, the vehicle power system comprising an electric machine, characterized in that the vehicle power system further comprises a vehicle transmission according to any one of claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010967272.4A CN114183506B (en) | 2020-09-15 | 2020-09-15 | Transmission for vehicle, power system for vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010967272.4A CN114183506B (en) | 2020-09-15 | 2020-09-15 | Transmission for vehicle, power system for vehicle and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114183506A true CN114183506A (en) | 2022-03-15 |
| CN114183506B CN114183506B (en) | 2023-05-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010967272.4A Active CN114183506B (en) | 2020-09-15 | 2020-09-15 | Transmission for vehicle, power system for vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114183506B (en) |
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