CN217481871U - Power device and vehicle - Google Patents

Abstract

The utility model provides a power device and a vehicle, the utility model discloses a power device, a first input shaft is connected with a first intermediate shaft through a second transmission component in a transmission way, and a second input shaft is connected with the first intermediate shaft through the first transmission component in a transmission way; the second input shaft is in transmission connection with a third transmission assembly on the second intermediate shaft through the first transmission assembly; the first intermediate shaft is selectively connected with the second intermediate shaft through the first transmission assembly and the third transmission assembly; the first intermediate shaft and the second intermediate shaft are in transmission connection with the output shaft respectively, and the control mechanism is used for controlling the power on-off between the first input shaft and the power output end of the engine and the power on-off between the second input shaft and the power output end of the engine. The utility model discloses a power device can realize a plurality of different gear modes through optimizing each transmission shaft and each transmission assembly's the form of arranging, and the satisfying user demand that can be better.

Description

Power device and vehicle

Technical Field

The utility model relates to a vehicle parts technical field, in particular to power device. And simultaneously, the utility model discloses still relate to an use this power device's vehicle.

Background

A transmission is a mechanism for changing the speed and torque from an engine, which can change the transmission ratio of an output shaft to an input shaft, either fixed or stepped, and is also known as a transmission, which is used in a power plant of a vehicle to provide a plurality of different power modes for the vehicle. A hybrid transmission is a type of transmission that can couple the power of an engine and a driving motor together in a certain manner and can perform the functions of speed change and torque change.

The existing vehicle power device is long in overall structure, so that the whole vehicle is difficult to arrange. In addition, the power shaft of the transmission has more integrated gears, a complex structure, lower transmission efficiency and fewer gears, and cannot meet the performance requirements of the transmission.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a power device, which is favorable for improving the performance thereof.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a power device comprises an engine, a first input shaft, a second input shaft, a first transmission assembly, a second transmission assembly, a first intermediate shaft, a second intermediate shaft and an output shaft;

the first input shaft is arranged in the second input shaft in a penetrating way;

the first input shaft is in transmission connection with the first intermediate shaft through the second transmission assembly, and the second input shaft is in transmission connection with the first intermediate shaft through the first transmission assembly;

the second input shaft is in transmission connection with a third transmission assembly on the second intermediate shaft through the first transmission assembly;

the first countershaft selectively connects with the second countershaft through a first drive assembly and the third drive assembly;

the first intermediate shaft and the second intermediate shaft are respectively in transmission connection with the output shaft;

the engine is connected with the first input shaft and/or the second input shaft through a control mechanism.

Further, the third transmission assembly comprises a fifth driven wheel, a sixth driven wheel and a third synchronizer, wherein the fifth driven wheel and the sixth driven wheel are freely sleeved on the second intermediate shaft, and the third synchronizer is used for selectively connecting the fifth driven wheel or the sixth driven wheel; the fifth driven wheel and the sixth driven wheel are respectively connected with the first transmission assembly.

Furthermore, the first transmission assembly comprises a first driving wheel and a second driving wheel which are arranged on the second input shaft, a first driven wheel and a second driven wheel which are arranged on the first intermediate shaft, and a first synchronizer which can be selectively connected with the first driven wheel or the second driven wheel; the first driving wheel is in transmission connection with the first driven wheel, and the second driving wheel is in transmission connection with the second driven wheel; the first driven wheel or the second driven wheel is in transmission connection with the fifth driven wheel; and the first driving wheel or the second driving wheel is in transmission connection with the sixth driven wheel.

Further, the second transmission assembly comprises a third driving wheel and a fourth driving wheel which are arranged on the first input shaft, a third driven wheel and a fourth driven wheel which are arranged on the first intermediate shaft, and a second synchronizer which is used for selectively connecting the third driven wheel or the fourth driven wheel; the third driving wheel is in transmission connection with the third driven wheel, and the fourth driving wheel is in transmission connection with the fourth driven wheel.

Furthermore, a sixth driving wheel and/or a parking gear are arranged on the first intermediate shaft, and the sixth driving wheel and the parking gear are respectively arranged close to two ends of the first intermediate shaft; a seventh driving wheel is arranged on the second intermediate shaft; and the sixth driving wheel and the seventh driving wheel are respectively in transmission connection with a seventh driven wheel on the output shaft.

Furthermore, the motor further comprises a first motor, and the first motor is in transmission connection with the first transmission assembly, the second transmission assembly or the third transmission assembly through a fourth transmission assembly.

Further, the fourth transmission assembly comprises a third intermediate shaft and an intermediate wheel arranged on the third intermediate shaft; the intermediate wheel is in transmission connection with a fifth driving wheel on a power output shaft of the first motor, and the intermediate wheel is in transmission connection with the first transmission assembly, the second transmission assembly or the third transmission assembly.

Further, a third input shaft is also included; the control mechanism comprises a first clutch arranged between a first end of the third input shaft and the first input shaft, a second clutch arranged between the first end and the second input shaft, and a third clutch arranged between a second end of the third input shaft and the engine.

Furthermore, the motor also comprises a second motor, and the third input shaft is a motor shaft of the second motor.

Compared with the prior art, the utility model discloses following advantage has:

(1) power device, through the first input shaft that sets up, the second input shaft, first jackshaft, the second jackshaft and each drive assembly's cooperation for the power that the first input shaft was accepted is through the transmission of second drive assembly to first jackshaft and output shaft, perhaps makes the power that the second input shaft was accepted transmit to first jackshaft and output shaft through first drive assembly, perhaps makes the power that the second input shaft was accepted transmit to second jackshaft and output shaft through first drive assembly, third drive assembly, thereby can realize a plurality of different gear modes, better satisfying the user demand.

(2) The third transmission assembly comprises a sixth driven wheel and a third synchronizer, the third synchronizer is selectively connected with the fifth driven wheel and the sixth driven wheel, so that power borne on the second input shaft is conveniently transmitted to the second intermediate shaft through the first transmission assembly, the sixth driven wheel and the third synchronizer, or power borne by the first intermediate shaft is transmitted to the second intermediate shaft through the first transmission assembly, the fifth driven wheel and the third synchronizer, and the gear mode of increasing a reverse gear and a forward gear is facilitated.

(3) The first transmission assembly comprises a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer, and the first driven wheel or the second driven wheel can be selectively connected through the first synchronizer, so that the transmission of the power of the second input shaft to the first intermediate shaft is realized, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient. The fifth driven wheel can be in transmission connection with the first driven wheel or the second driven wheel, and the first driving wheel or the second driving wheel is in transmission connection with the sixth driven wheel, so that power on the second input shaft can be conveniently transmitted to the second intermediate shaft.

(4) The second transmission assembly comprises a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer, and the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, so that the transmission of the power of the first input shaft to the first intermediate shaft is realized, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient. The parking gear is arranged on the first intermediate shaft, and the parking gear and the sixth driving wheel are respectively arranged close to two ends of the first intermediate shaft, so that the internal space of the power device can be fully utilized, and the integral arrangement is convenient.

(5) Through the sixth driving wheel arranged on the first intermediate shaft and the seventh driving wheel arranged on the second intermediate shaft, the sixth driving wheel and the seventh driving wheel are respectively in transmission connection with the seventh driven wheel on the output shaft, so that the power on the first intermediate shaft is conveniently transmitted to the output shaft through the sixth driving wheel and the seventh driven wheel, and the power on the second intermediate shaft is also conveniently transmitted to the output shaft through the seventh driving wheel and the seventh driven wheel, thereby realizing the driving of the vehicle.

(6) The first motor and the fourth transmission assembly are arranged, the fourth transmission assembly is in transmission connection with the first transmission assembly or the second transmission assembly or the third transmission assembly, so that the power of the first motor is conveniently transmitted to the second input shaft through the fourth transmission assembly, or the power of the motor is conveniently transmitted to the first input shaft through the fourth transmission assembly, or the power of the motor is conveniently transmitted to the second intermediate shaft through the third transmission assembly.

(7) The fourth transmission assembly comprises a third intermediate shaft and an intermediate wheel, the intermediate wheel is in transmission connection with the fifth driving wheel, the intermediate wheel is in transmission connection with the first transmission assembly or the second transmission assembly or the third transmission assembly, power of the motor can be transmitted to the second input shaft or the first input shaft or the second intermediate shaft conveniently, meanwhile, the transmission ratio can be changed through the arranged third intermediate shaft, the meshing efficiency is improved, and the stability of power transmission is improved.

(8) Through locating the power take off of engine with control mechanism, and control power break-make between first input shaft and the engine output, and control power break-make between the power take off of second input shaft and engine, can make the power of engine transmit to first jackshaft through first input shaft, perhaps transmit to first jackshaft through second input shaft, therefore, can realize the engine and drive alone, multiple drive modes such as motor individual drive and engine and motor common drive, thereby be convenient for realize multiple different gear mode, and can be better satisfy the user demand.

(9) The third input shaft and the first clutch, the second clutch and the third clutch are arranged, so that the first input shaft and the second input shaft can be linked conveniently, and more different gear modes can be realized. In addition, the first clutch, the second clutch and the third clutch can adopt the existing standard parts, so that the overall cost of the power device is reduced.

(10) When being provided with the second motor, regard as the motor shaft of second motor with the third input shaft, be convenient for transmit the power from the second motor to first jackshaft through first input shaft, perhaps transmit to the second jackshaft after the second input shaft, and through controlling first clutch, second clutch and third clutch, and be convenient for realize multiple drive modes such as engine individual drive, motor individual drive and engine and motor common drive.

Another object of the present invention is to provide a vehicle, wherein the power device is disposed on the vehicle.

The utility model discloses a vehicle through assembling aforementioned power device, can realize multiple drive mode such as engine individual drive, motor individual drive and engine and the common drive of motor, and all have a plurality of gear modes under each drive mode, and can satisfy different users' driving demand. Meanwhile, the overall arrangement structure is more compact, and various different gear modes can be realized while occupying smaller space.

Drawings

The accompanying drawings, which form a part of the present disclosure, are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description serve to explain the present disclosure. In the drawings:

fig. 1 is a schematic structural diagram of a power device according to a first embodiment of the present invention in an applied state;

fig. 2 is a schematic diagram of a power transmission route of a power plant according to a first embodiment of the present invention in a first gear mode when the engine is driven;

fig. 3 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the second gear mode when the engine is driven;

fig. 4 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the third gear mode when the engine is driven;

fig. 5 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fourth gear mode when the engine is driven;

fig. 6 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fifth gear mode when the engine is driven;

fig. 7 is a schematic diagram of a power transmission route of the power device according to the first embodiment of the present invention in the reverse gear mode when the engine is driven;

fig. 8 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the first gear mode when the engine and the motor are driven together;

fig. 9 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the second gear mode when the engine and the motor are driven together;

fig. 10 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the third gear mode when the engine and the motor are driven together;

fig. 11 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fourth gear mode when the engine and the motor are driven together;

fig. 12 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fifth gear mode when the engine and the motor are driven together;

fig. 13 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the reverse gear mode when the engine and the motor are driven together;

fig. 14 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the first gear mode when the motor is driven;

fig. 15 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the second gear mode when the motor is driven;

fig. 16 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the third gear mode when the motor is driven;

fig. 17 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fourth gear mode when the motor is driven;

fig. 18 is a schematic diagram of a power transmission route of the power plant according to the first embodiment of the present invention in the fifth gear mode when the motor is driven;

fig. 19 is a schematic diagram of a power transmission route of the power device according to the first embodiment of the present invention, which is in the reverse gear mode when the motor is driven.

Description of the reference numerals:

1. a control mechanism; 2. a first input shaft; 3. a second input shaft; 1a, a third input shaft; 4. a first intermediate shaft; 5. a second intermediate shaft; 6. a third intermediate shaft; 7. an output shaft; 10. a first motor; 20. an engine; 30. a differential mechanism;

101. a first clutch; 102. a second clutch; 103. a third clutch;

201. a third driving wheel; 202. a fourth driving wheel;

301. a first drive wheel; 302. a second driving wheel;

401. a first driven wheel; 402. a second driven wheel; 403. a third driven wheel; 404. a fourth driven wheel; 405. a first synchronizer; 406. a second synchronizer; 407. a sixth driving wheel;

501. a fifth driven wheel; 502. a sixth driven wheel; 503. a third synchronizer; 504. a seventh driving wheel;

601. an intermediate wheel;

701. a seventh driven wheel;

801. and a fifth driving wheel.

Detailed Description

It should be noted that, in the case of no conflict, the embodiments and features of the embodiments of the present invention may be combined with each other.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or 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 terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meaning of the above terms in the present invention can be understood in conjunction with the specific situation.

The present invention will be described in detail below with reference to the drawings in conjunction with embodiments.

Example one

The present embodiment relates to a power device, as shown in fig. 1, which mainly includes an engine 20, a first input shaft 2, a second input shaft 3, a first transmission assembly, a second transmission assembly, a first intermediate shaft 4, a second intermediate shaft 5, and an output shaft 7.

The first input shaft 2 is arranged in the second input shaft 3 in a penetrating mode, so that the whole power device is more compact, and the whole vehicle arrangement is facilitated. In addition, the first input shaft 2 is in transmission connection with the first intermediate shaft 4 through a second transmission assembly, so that power received by the first input shaft 2 is transmitted to the first intermediate shaft 4 through the second transmission assembly. The first intermediate shaft 4 is selectively connected with the second intermediate shaft 5 through the first transmission assembly and the third transmission assembly, so that the power received by the first intermediate shaft 4 can be transmitted to the second intermediate shaft 5 through the first transmission assembly and the third transmission assembly.

The second input shaft 3 is in transmission connection with the first intermediate shaft 4 through a first transmission assembly, so that power borne by the second input shaft 3 is transmitted to the first intermediate shaft 4 conveniently. The first intermediate shaft 4 is selectively connected with the second intermediate shaft 5 through the first transmission assembly and the third transmission assembly, the first intermediate shaft 4 and the second intermediate shaft 5 are in transmission connection with the output shaft 7 respectively, so that power accepted by the first intermediate shaft 4 is transmitted to the output shaft 7 through the first transmission assembly, or power accepted by the first intermediate shaft 4 is transmitted to the output shaft 7 through the first transmission assembly, the third transmission assembly and the second intermediate shaft 5, and therefore a plurality of different gear modes can be achieved.

The output shaft 7 may be used directly as an input shaft of the differential 30, and directly used to output power to the differential 30. In a preferred embodiment, the output shaft 7 is arranged parallel to the first intermediate shaft 4 and the second intermediate shaft 5 and is connected to the input of the differential 30.

As a preferred possible embodiment, the first transmission assembly is used for transmitting power from the second input shaft 3 to the first intermediate shaft 4, and includes a first driving wheel 301 and a second driving wheel 302 fixed on the second input shaft 3, a first driven wheel 401 and a second driven wheel 402 freely sleeved on the first intermediate shaft 4, and a first synchronizer 405 fixed on the first intermediate shaft 4. The first driving wheel 301 is in transmission connection with a first driven wheel 401, the second driving wheel 302 is in transmission connection with a second driven wheel 402, and the first synchronizer 405 is used for selectively connecting the first driven wheel 401 or the second driven wheel 402. As a result, the power received by second input shaft 3 is transmitted to first intermediate shaft 4 via first driven wheel 401, or transmitted to first intermediate shaft 4 via second driven wheel 402.

As a preferred possible embodiment, the second transmission assembly is used for transmitting the power from the first input shaft 2 to the first intermediate shaft 4, and includes a third driving wheel 201 and a fourth driving wheel 202 fixed on the first input shaft 2, a third driven wheel 403 and a fourth driven wheel 404 empty-sleeved on the first intermediate shaft 4, and a second synchronizer 406 fixed on the first intermediate shaft 4. The third driving wheel 201 is in transmission connection with the third driven wheel 403, the fourth driving wheel 202 is in transmission connection with the fourth driven wheel 404, and the second synchronizer 406 is used for selectively connecting the second synchronizer 406 of the third driven wheel 403 or the fourth driven wheel 404. As a result, the power received by the first input shaft 2 is transmitted to the first intermediate shaft 4 through the third driven wheel 403, or transmitted to the first intermediate shaft 4 through the fourth driven wheel 404.

As a preferred possible embodiment, the third transmission assembly includes a fifth driven wheel 501 and a sixth driven wheel 502, which are freely sleeved on the second intermediate shaft 5, and a third synchronizer 503, which is fixedly arranged on the second intermediate shaft 5. Wherein, a fifth driven wheel 501 and a sixth driven wheel 502 are respectively connected with the first transmission component, and a third synchronizer 503 is used for selectively connecting the fifth driven wheel 501 or the sixth driven wheel 502. Therefore, power borne by the second intermediate shaft 5 can be conveniently transmitted to the second intermediate shaft 5 through the fifth driven wheel 501 and the third synchronizer 503 or through the sixth driven wheel 502 and the third synchronizer 503, and multiple gear modes of a reverse gear and a forward gear are facilitated.

In this embodiment, as a preferred arrangement form of this embodiment, a fifth driven wheel 501 and a sixth driven wheel 502 are respectively connected with the first transmission assembly. As a further preferred arrangement, the fifth driven wheel 501 is in driving connection with the first driven wheel 401, and the sixth driven wheel 502 is in driving connection with the second driving wheel 302. Therefore, the power received by the second input shaft 3 can be transmitted to the second intermediate shaft 5 through the first driving wheel 301, the first driven wheel 401, the fifth driven wheel 501 and the third synchronizer 503, or the power received by the second input shaft 3 can be transmitted to the second intermediate shaft 5 through the second driving wheel 302, the second driven wheel 402, the sixth driven wheel 502 and the third synchronizer 503, so that the reverse gear and the forward gear can be switched conveniently through the selective connection of the third synchronizer 503.

It should be noted that in this embodiment, in addition to the fifth driven wheel 501 being in transmission connection with the first driven wheel 401 and the sixth driven wheel 502 being in transmission connection with the second driving wheel 302, the fifth driven wheel 501 may also be in transmission connection with the second driven wheel 402 and the sixth driven wheel 502 may also be in transmission connection with the first driving wheel 301, so that the power received by the second input shaft 3 can be transmitted to the second intermediate shaft 5.

As a further preferred arrangement, the present embodiment further includes a first electric motor 10, and the first electric motor 10 is in transmission connection with the first transmission assembly or the second transmission assembly through the fourth transmission assembly, so that the power of the first electric motor 10 is transmitted to the first intermediate shaft 4 through the fourth transmission assembly and the first transmission assembly, or transmitted to the first intermediate shaft 4 through the fourth transmission assembly and the second transmission assembly.

As a preferred possible embodiment, the fourth transmission assembly of the present embodiment includes a third intermediate shaft 6, and an intermediate wheel 601 fixed to the third intermediate shaft 6. The intermediate wheel 601 is in transmission connection with a fifth driving wheel 801 on the power output shaft 7 of the first motor, and the intermediate wheel 601 is in transmission connection with the first transmission assembly, the second transmission assembly or the third transmission assembly. Therefore, the power of the first motor is conveniently transmitted to the second input shaft 3 through the fifth driving wheel 801, the intermediate wheel 601 and the first transmission assembly, or transmitted to the second input shaft 3 through the fifth driving wheel 801, the intermediate wheel 601 and the first input shaft 2 of the second transmission assembly, or transmitted to the second intermediate shaft 5 through the fifth driving wheel 801, the intermediate wheel 601 and the third transmission assembly, and meanwhile, the arranged third intermediate shaft 6 is beneficial to changing the transmission ratio and improving the meshing efficiency, so that the stability of power transmission is improved. Specifically, the intermediate wheel 601 is preferably connected to the fourth driving wheel 202 in a gear engagement manner, which facilitates the arrangement of the motor 10, and besides, the intermediate wheel 601 may be connected to any one of the third driving wheel 201, the first driving wheel 301, the second driving wheel 302, the fifth driven wheel 501 and the sixth driven wheel 502 in a gear engagement manner, which may be inconvenient or less convenient in gear arrangement or gear pattern compared to the structure shown in fig. 1.

As a further preferred arrangement, in the present embodiment, the first countershaft 4 and the second countershaft 5 are each in geared connection with the output shaft 7. In the specific arrangement, a sixth driving wheel 407 is fixedly arranged on the first intermediate shaft 4, a seventh driving wheel 504 is fixedly arranged on the second intermediate shaft 5, and a seventh driven wheel 701 is fixedly arranged on the output shaft 7. The sixth driving wheel 407 and the seventh driving wheel 504 are respectively engaged with the seventh driven wheel 701. Accordingly, the power received by the first countershaft 4 is transmitted to the output shaft 7 via the sixth driving wheel 407 and the seventh driven wheel 701, or the power received by the second countershaft 5 is transmitted to the output shaft 7 via the seventh driving wheel 504 and the seventh driven wheel 701, whereby the vehicle travels.

As a preferable arrangement form, a parking gear not shown in the figure is further provided on the first intermediate shaft 4, the sixth driving wheel 407 and the parking gear are respectively arranged near both ends of the first intermediate shaft 4, and the sixth driving wheel 407 is arranged near one end of the first intermediate shaft 4 near the engine 20, so that the internal space of the power device can be fully utilized, and the whole arrangement is facilitated.

The power device of this embodiment, through optimizing each transmission shaft and each drive assembly's the form of arranging, compact structure not only can reduce power device's whole length and weight, but also can realize multiple different gear mode to can be better satisfy the user demand.

Meanwhile, the power plant of the present embodiment further includes an engine 20 and a control mechanism 1. The control mechanism 1 is disposed at a power output end of the engine 20, the engine 20 is connected with the first input shaft 2 through the control mechanism, or the engine 20 is connected with the second input shaft 3 through the control mechanism, or the engine 20 is connected with the first input shaft 2 and the second input shaft 3 through the control mechanism, that is, the control mechanism 1 is configured to control on/off of power between the first input shaft 2 and the power output end of the engine 20, and on/off of power between the second input shaft 3 and the power output end of the engine 20. It is thereby possible to facilitate the output of the power from the engine 20 to the outside through the first input shaft 2 or to the outside through the second input shaft 3.

As a preferable possible embodiment, the power device of the present embodiment further includes a third input shaft 1a arranged coaxially with the first input shaft 2, and the control mechanism 1 includes a first clutch 101, a second clutch 102, and a third clutch 103, wherein the first clutch 101 is provided between the first end of the third input shaft 1a and the first input shaft 2, the second clutch 102 is provided between the first end of the third input shaft 1a and the second input shaft 3, and the third clutch 103 is provided between the second end of the third input shaft 1a and the engine 20.

The third clutch 103 is used to control the power on/off between the power output end of the engine 20 and the third input shaft 1a, and the first clutch 101 and the second clutch 102 can be individually disconnected or individually engaged, or they can be simultaneously engaged by using a control strategy in the prior art, so that the first input shaft 2 and the second input shaft 3 are linked, that is, the power on the first input shaft 2 can be transmitted to the second input shaft 3, or the power on the second input shaft 3 can be transmitted to the first input shaft 2.

Also, as a preferred arrangement, in the present embodiment, a second motor is further included, and the third input shaft 1a can also be used as a motor shaft of the second motor. It should be noted that the transmission route of the following shift pattern is described by taking the embodiment shown in fig. 1 as an example, and the first electric machine 10 shown in fig. 1 is referred to as an electric machine.

It should be noted that in the embodiment shown in fig. 1, the power output end of the first motor 10 may be connected to the gear of the first input shaft 2, and may also be connected to the gear of the second input shaft 3, and in other embodiments, the third input shaft 1a may also be used as the motor shaft of the second motor, that is, the power device may have two motors. Alternatively, the first motor may be omitted when the third input shaft 1a serves as a motor shaft of the second motor.

The power plant of the present embodiment, except for the engine 20 and the control device, may be a transmission having three driving modes, including an engine 20-only driving mode, an engine 20 and motor common driving mode, and a motor-only driving mode, and having a plurality of different gear modes in each driving mode, which will be described in detail below.

In the engine 20 single drive mode, the transmission has five forward gears and one reverse gear, and each gear mode is as follows:

a) when the engine 20 is driving, the power transmission path of the transmission in the first gear mode, which can be used as the first gear of the transmission, can be as shown in fig. 2, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 and the first driven wheels 401 engaged.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

b) When the engine 20 is running, the transmission is in the second gear mode, which can be used as the second gear of the transmission, as shown in fig. 3, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the second synchronizer 406 and the third driven wheels 403 engaged.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third driving wheel 201 → the third driven wheel 403 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

c) The power transmission path for the transmission in the third gear mode, which can be used as third gear of the transmission, with the engine 20 driving, can be as shown in fig. 4, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the third synchronizer 503 and the sixth driven wheel 502 engaged.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the sixth driven wheel 502 → the third synchronizer 503 → the second intermediate shaft 5 → the seventh driving wheel 504 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

d) The power transmission path for the transmission in the fourth gear mode when the engine 20 is driving can be as shown in fig. 5, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, and the second synchronizer 406 engaged with the fourth driven wheel 404, and this gear mode can be used as the fourth gear of the transmission.

At this time, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driving wheel 202 → the fourth driven wheel 404 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

e) The power transmission path in the fifth gear mode of the transmission while the engine 20 is driving can be as shown in fig. 6, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 and the second driven wheels 402 engaged, and this gear mode can be used as the fifth gear of the transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driver 302 → the second driven wheel 402 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driver 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

f) The power transmission path for the transmission in reverse gear mode with engine 20 on may be as shown in fig. 7, with first clutch 101 disengaged, second clutch 102 engaged, third clutch 103 engaged, third synchronizer 503 and fifth driven wheels 501 engaged.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving pulley 301 → the first driven pulley 401 → the fifth driven pulley 501 → the third synchronizer 503 → the second intermediate shaft 5 → the seventh driving pulley 504 → the seventh driven pulley 701 → the output shaft 7 → the differential 30.

The transmission also has five forward gears and one reverse gear in the common drive mode of the engine 20 and the motor, and each gear mode is as follows:

a) when the engine 20 and the motor are driven together, the power transmission path of the transmission in the first gear mode may be as shown in fig. 8, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 engaged, and the first driven wheels 401 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving pulley 301 → the first driven pulley 401 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving pulley 407 → the seventh driven pulley 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

b) When the engine 20 and the electric machines are driven together, the power transmission path of the transmission in the second gear mode can be as shown in fig. 9, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the second synchronizer 406 and the third driven wheels 403 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third drive pulley 201 → the third driven pulley 403 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth drive pulley 407 → the seventh driven pulley 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

c) When the engine 20 and the electric machines are driven together, the power transmission path of the transmission in the third gear mode may be as shown in fig. 10, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 engaged, the third synchronizer 503 and the sixth driven wheel 502 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the sixth driven wheel 502 → the third synchronizer 503 → the second intermediate shaft 5 → the seventh driving wheel 504 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → second driving wheel 302 → sixth driven wheel 502 → third synchronizer 503 → second intermediate shaft 5 → seventh driving wheel 504 → seventh driven wheel 701 → output shaft 7 → differential 30.

d) When the engine 20 and the electric machine are driven together, the power transmission path of the transmission in the fourth gear mode may be as shown in fig. 11, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, and the second synchronizer 406 engaged with the fourth driven wheel 404.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driving wheel 202 → the fourth driven wheel 404 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

e) When the engine 20 and the electric machines are driven together, the power transmission path of the transmission in the fifth gear mode may be as shown in fig. 12, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 engaged, and the second driven wheels 402 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the second driven wheel 402 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

f) When the engine 20 and the electric machines are driven together, the power transmission path of the transmission in the reverse gear mode can be as shown in fig. 13, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 engaged, the third synchronizer 503 and the fifth driven wheel 501 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the fifth driven wheel 501 → the third synchronizer 503 → the second intermediate shaft 5 → the seventh driving wheel 504 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

The power transmission route of the motor is as follows: the motor → the fifth driving wheel 801 → the intermediate wheel 601 → the fourth driving wheel 202 → the first input shaft 2 → the second clutch 102 → the first clutch 101 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the fifth driven wheel 501 → the third synchronizer 503 → the second intermediate shaft 5 → the seventh driving wheel 504 → the seventh driven wheel 701 → the output shaft 7 → the differential 30.

In the single-motor drive mode, the transmission also has five forward gears and one reverse gear, and each gear mode is as follows:

a) when the motor is driven alone, the power transmission path for the transmission in the first gear mode may be as shown in fig. 14, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the first synchronizer 405 and the first driven wheels 401 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

b) When the motor is driven alone, the power transmission path for the transmission in the second gear mode may be as shown in fig. 15, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third clutch 103 disengaged, and the second synchronizer 406 and the third driven wheels 403 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

c) When the motor is driven alone, the power transmission path of the transmission in the third gear mode may be as shown in fig. 16, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, the third synchronizer 503 and the sixth driven wheel 502 engaged.

At this time, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → second driving wheel 302 → sixth driven wheel 502 → third synchronizer 503 → second intermediate shaft 5 → seventh driving wheel 504 → seventh driven wheel 701 → output shaft 7 → differential 30.

d) When the motor is driven alone, the power transmission path for the transmission in the fourth gear mode can be as shown in fig. 17, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third synchronizer 503 disengaged, and the second synchronizer 406 engaged with the fourth driven wheel 404.

In this case, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

e) When the motor is driven alone, the power transmission path for the transmission in the fifth gear mode may be as shown in fig. 18, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the first synchronizer 405 and the second driven wheels 402 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 701 → output shaft 7 → differential 30.

f) When the electric machine is driven alone, the power transmission path for the transmission in the reverse gear mode may be as shown in fig. 19 with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, the third synchronizer 503 and the fifth driven wheels 501 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 801 → intermediate wheel 601 → fourth driving wheel 202 → first input shaft 2 → second clutch 102 → first clutch 101 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → fifth driven wheel 501 → third synchronizer 503 → second intermediate shaft 5 → seventh driving wheel 504 → seventh driven wheel 701 → output shaft 7 → differential 30.

It should be noted here that fig. 1 only illustrates that the power output of the electric machine is connected to the fourth driving wheel 202, i.e. to the gear arranged on the first input shaft 2. When the power output end of the motor is connected to the gear on the second input shaft 3, the power transmission route of each gear mode is substantially the same as the above-described power transmission route except that the power of the motor is first transmitted to the second input shaft 3 and then transmitted to the first input shaft 2, the first intermediate shaft 4, or the second intermediate shaft 5 according to the engagement and disengagement of the first clutch 101, the second clutch 102, and the third clutch 103. In addition, the third input shaft 1a may be used as a motor shaft of the second motor, and in this case, the first motor may be provided or not provided, and the first motor is not provided for example, and when the third clutch 103 is disengaged, only the motor drive mode may be realized. When the third clutch 103 is engaged, the engine and motor common driving mode is realized, the control power can be transmitted backwards through the first input shaft 2 or the second input shaft 3 or through the first input shaft 2 and the second input shaft 3 simultaneously according to the engagement and disengagement of the first clutch 101 and the second clutch 102, when the third clutch 103 is engaged, the motor can be controlled not to work, the engine individual driving mode is realized, and the power transmission route of each gear mode can still refer to the above.

Finally, in the power device of the present embodiment, the control device may further include only the first clutch 101 and the second clutch 102 instead of the third clutch 103, so that the arrangement position of the first electric machine can still be shown in fig. 1, when the first electric machine is not operated, the engine 20 is implemented in the single driving mode, and the power transmission route of each gear mode can still be referred to above. When the first clutch 101 and the second clutch 102 are both disengaged, the motor-only driving mode is realized, power cannot be transmitted to the second input shaft 3, and the power transmission route only has the second gear mode and the fourth gear mode, and the power transmission route of each gear mode can still refer to the above description. When the first motor works, the common driving mode of the engine 20 and the motor is realized, and the power transmission routes only have the second gear mode and the fourth gear mode, and the power transmission routes of the gear modes can still refer to the above description.

In addition, the power output end of the first electric motor can be connected with the second input shaft 3, and at this time, power cannot be transmitted to the first input shaft 2, and in the common driving mode of the engine 20 and the electric motor and the single driving mode of the electric motor, the second gear mode and the fourth gear mode are not available, and the power transmission routes of the second gear mode and the fourth gear mode of the driving mode can still refer to the above description.

In the above configuration, in a parking state where the vehicle remaining capacity is low, the first motor and/or the second motor generates power to charge the vehicle battery.

The power plant of the present embodiment, by providing the engine 20, the control mechanism 1 and the third input shaft 1a, allows the power of the engine 20 to be transmitted to the outside through the first input shaft 2 or the second input shaft 3, and also allows the power of the motor to be transmitted to the outside through the first input shaft 2 and the second input shaft 3, or to be transmitted to the outside only through the first input shaft 2 or only through the second input shaft 3. Therefore, multiple driving modes such as single driving of the engine 20, single driving of the motor, common driving of the engine 20 and the motor and the like can be realized, and a plurality of forward gears and a reverse gear mode are provided in each driving mode, so that the use requirement can be better met.

Example two

The present embodiment relates to a vehicle equipped with the power unit according to the first embodiment. The vehicle of the present embodiment, by applying the power device of the first embodiment, has the same beneficial effects as the power device in the prior art, and will not be described herein again.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A power plant characterized by:

the transmission device comprises an engine (20), a first input shaft (2), a second input shaft (3), a first transmission component, a second transmission component, a first intermediate shaft (4), a second intermediate shaft (5) and an output shaft (7);

the first input shaft (2) is arranged in the second input shaft (3) in a penetrating manner;

the first input shaft (2) is in transmission connection with the first intermediate shaft (4) through the second transmission assembly, and the second input shaft (3) is in transmission connection with the first intermediate shaft (4) through the first transmission assembly;

the second input shaft (3) is in transmission connection with a third transmission assembly on the second intermediate shaft (5) through the first transmission assembly;

the first intermediate shaft (4) is selectively connected with the second intermediate shaft (5) through a first transmission assembly and a third transmission assembly;

the first intermediate shaft (4) and the second intermediate shaft (5) are respectively in transmission connection with the output shaft (7);

the engine (20) is connected to the first input shaft (2) and/or the second input shaft (3) via a control unit (1).

2. The power plant of claim 1, wherein:

the third transmission assembly comprises a fifth driven wheel (501) and a sixth driven wheel (502) which are freely sleeved on the second intermediate shaft (5), and a third synchronizer (503) which is used for selectively connecting the fifth driven wheel (501) or the sixth driven wheel (502);

the fifth driven wheel (501) and the sixth driven wheel (502) are respectively connected with the first transmission assembly.

3. The power plant of claim 2, wherein:

the first transmission assembly comprises a first driving wheel (301) and a second driving wheel (302) which are arranged on the second input shaft (3), a first driven wheel (401) and a second driven wheel (402) which are arranged on the first intermediate shaft (4), and a first synchronizer (405) which can be selectively connected with the first driven wheel (401) or the second driven wheel (402);

the first driving wheel (301) is in transmission connection with the first driven wheel (401), and the second driving wheel (302) is in transmission connection with the second driven wheel (402);

the first driven wheel (401) or the second driven wheel (402) is in transmission connection with the fifth driven wheel (501); the first driving wheel (301) or the second driving wheel (302) is in transmission connection with the sixth driven wheel (502).

4. The power plant of claim 1, wherein:

the second transmission assembly comprises a third driving wheel (201) and a fourth driving wheel (202) arranged on the first input shaft (2), a third driven wheel (403) and a fourth driven wheel (404) arranged on the first intermediate shaft (4), and a second synchronizer (406) used for selectively connecting the third driven wheel (403) or the fourth driven wheel (404);

the third driving wheel (201) is in transmission connection with the third driven wheel (403), and the fourth driving wheel (202) is in transmission connection with the fourth driven wheel (404).

5. The power plant of claim 1, wherein:

a sixth driving wheel (407) and/or a parking gear are/is arranged on the first intermediate shaft (4), and the sixth driving wheel (407) and the parking gear are respectively arranged close to two ends of the first intermediate shaft (4);

a seventh driving wheel (504) is arranged on the second intermediate shaft (5);

the sixth driving wheel (407) and the seventh driving wheel (504) are respectively in transmission connection with a seventh driven wheel (701) on the output shaft (7).

6. The power plant of claim 1, wherein:

the motor is characterized by further comprising a first motor (10), wherein the first motor (10) is in transmission connection with the first transmission assembly, the second transmission assembly or the third transmission assembly through a fourth transmission assembly.

7. The power plant of claim 6, wherein:

the fourth transmission assembly comprises a third intermediate shaft (6) and an intermediate wheel (601) arranged on the third intermediate shaft (6);

the intermediate wheel (601) is in transmission connection with a fifth driving wheel (801) on a power output shaft of the first motor (10), and the intermediate wheel (601) is in transmission connection with the first transmission assembly, the second transmission assembly or the third transmission assembly.

8. The power plant of any one of claims 1-7, wherein:

further comprising a third input shaft (1 a);

the control mechanism (1) comprises a first clutch (101) arranged between a first end of the third input shaft (1a) and the first input shaft (2), a second clutch (102) arranged between the first end and the second input shaft (3), and a third clutch (103) arranged between a second end of the third input shaft (1a) and the engine (20).

9. The power plant of claim 8, wherein:

the motor also comprises a second motor, and the third input shaft (1a) is a motor shaft of the second motor.

10. A vehicle, characterized in that: the vehicle is equipped with the power plant according to any one of claims 8 to 9.

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