CN219176894U - Transmission, electric drive axle and vehicle - Google Patents
Transmission, electric drive axle and vehicle Download PDFInfo
- Publication number
- CN219176894U CN219176894U CN202223133853.1U CN202223133853U CN219176894U CN 219176894 U CN219176894 U CN 219176894U CN 202223133853 U CN202223133853 U CN 202223133853U CN 219176894 U CN219176894 U CN 219176894U
- Authority
- CN
- China
- Prior art keywords
- gear
- transmission
- sliding sleeve
- output shaft
- input shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Structure Of Transmissions (AREA)
Abstract
The utility model provides a transmission, an electric drive axle and a vehicle, relates to the technical field of automobiles, and solves the problem that the vehicle configuration cannot meet the requirements of maximum climbing traction and average maximum road speed at the same time or the highest transmission efficiency is reduced due to no direct gear. The transmission comprises an input shaft, a planetary gear mechanism, a gear transmission assembly and an output shaft coaxial with the input shaft, wherein the planetary gear mechanism is arranged on the input shaft; when the transmission is in a first transmission mode, the input shaft is in transmission connection with the gear transmission assembly through the planetary gear mechanism, and the gear transmission assembly is in transmission connection with the output shaft; when the transmission is in a second transmission mode, the input shaft is in transmission connection with the output shaft through the gear transmission assembly; when the transmission is in the third drive mode, the input shaft is in driving connection with the output shaft.
Description
Technical Field
The utility model relates to the field of vehicles, in particular to a transmission, an electric drive axle and a vehicle.
Background
The transmission is an important component of a vehicle and its primary task is to drive the movement and operation of a commercial vehicle or other transport machine through meshing gear drive, power from a drive motor, axle half shafts, tires, and the like.
At present, the transmission of the electric commercial vehicle mainly comprises gear speed changing boxes such as 2 gears, 4 gears and 6 gears, and the like, and the head gear speed ratio is only about 8 or 10 or no direct gear configuration is caused due to structural layout, so that the vehicle configuration cannot simultaneously meet the maximum climbing traction requirement and the road maximum vehicle speed requirement or the highest transmission efficiency is reduced due to no direct gear.
Disclosure of Invention
In order to solve the technical problems, the utility model provides a transmission, an electric drive axle and a vehicle.
The present utility model has been made to overcome the above-mentioned problems occurring in the prior art, and an object of the present utility model is to provide a transmission including an input shaft, a planetary gear mechanism provided on the input shaft, a gear assembly, and an output shaft coaxial with the input shaft;
when the transmission is in a first transmission mode, the input shaft is in transmission connection with the gear transmission assembly through the planetary gear mechanism, and the gear transmission assembly is in transmission connection with the output shaft;
when the transmission is in a second transmission mode, the input shaft is in transmission connection with the output shaft through the gear transmission assembly;
the input shaft is drivingly connected with the output shaft when the transmission is in a third gear mode.
According to at least one embodiment of the present utility model, the transmission further comprises a first sliding sleeve gear shifting mechanism which is sleeved on the input shaft in a sliding manner;
when the transmission is in a first transmission mode, the first sliding sleeve gear shifting mechanism is in transmission disconnection with a planet carrier of the planetary gear mechanism and the output shaft, and the planet carrier of the planetary gear mechanism is in transmission connection with the gear transmission assembly;
when the transmission is in a second transmission mode, the first sliding sleeve gear shifting mechanism is in transmission connection with a planet carrier of the planetary gear mechanism, and the planet carrier of the planetary gear mechanism is in transmission connection with the gear transmission assembly;
when the transmission is in a third transmission mode, the first sliding sleeve gear shifting mechanism is in transmission connection with the output shaft.
According to at least one embodiment of the present utility model, the gear assembly includes a countershaft, a first gear provided on a carrier of the planetary gear mechanism, and a second gear provided on the countershaft, the first gear being meshed with the second gear;
the gear transmission assembly further comprises a fourth gear and a sixth gear which are arranged on the intermediate shaft, a third gear and a fifth gear which are arranged on the output shaft, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear.
According to at least one embodiment of the present utility model, the transmission further includes a second sliding sleeve gear shifting mechanism slidably sleeved on the output shaft, and when the transmission is in the first transmission mode or the second transmission mode, the second sliding sleeve gear shifting mechanism is in transmission connection with the third gear or the fifth gear;
and when the transmission is in a third transmission mode, the second sliding sleeve gear shifting mechanism is disconnected from the third gear and the fifth gear.
According to at least one embodiment of the present utility model, the transmission further comprises a gear shift control unit, and the first sliding sleeve gear shift mechanism and the second sliding sleeve gear shift mechanism are respectively and electrically connected with the gear shift control unit;
and the gear shifting control unit is used for controlling the first sliding sleeve gear shifting mechanism to be in transmission connection with the planet carrier of the planetary gear mechanism in the second transmission mode, and controlling the first sliding sleeve gear shifting mechanism to be in transmission connection with the output shaft in the third transmission mode.
According to at least one embodiment of the present utility model, the gear shift control unit is further configured to control, in the first transmission mode or the second transmission mode, the second sliding sleeve gear shift mechanism to be in transmission connection with the third gear or the fifth gear, and in the third transmission mode, control the second sliding sleeve gear shift mechanism to be in transmission disconnection with both the third gear and the fifth gear.
According to at least one embodiment of the utility model, the intermediate shaft is arranged parallel to the input shaft.
The transmission of the present utility model has the following advantages over the prior art:
the transmission provided by the utility model comprises an input shaft, a planetary gear mechanism, a gear transmission assembly and an output shaft coaxial with the input shaft, wherein the planetary gear mechanism is arranged on the input shaft. The input shaft is in transmission connection with the gear transmission assembly through the planetary gear mechanism, and the gear transmission assembly is in transmission connection with the output shaft; the input shaft is in transmission connection with the output shaft through a gear transmission assembly; the input shaft is in transmission connection with the output shaft. The optimized power and torque transmission of the commercial vehicle can be realized, the requirements of the commercial vehicle on traction force, speed and efficiency are met, the gear of the transmission is reasonably configured, the number of parts is reduced, and the reliability is improved. The input shaft is in transmission connection with the gear transmission assembly through the planetary gear mechanism, and the gear transmission assembly is in transmission connection with the output shaft, so that the head gear speed ratio is far greater than 10. Meanwhile, the input shaft can be in transmission connection with the output shaft, can be in direct gear transmission, can simultaneously meet the traction requirement of the electric commercial vehicle under the heavy-gradient working condition and the high-speed requirement of the flat road working condition, and can be in high-efficiency transmission by the direct gear transmission, so that the vehicle can be particularly suitable for the transportation requirements of large cargo variation of the electric heavy truck and complex and various road surfaces, and high-efficiency operation is realized under the condition of meeting multiple power outputs.
Another object of the present utility model is to provide an electric drive axle, including the above-mentioned transmission.
Compared with the prior art, the electric drive bridge has the following advantages:
the advantages of the electrically driven axle over the above-described transmission are the same as those of the prior art and are not described in detail herein.
Another object of the present utility model is to provide a vehicle including the above electric drive axle.
Compared with the prior art, the vehicle provided by the utility model has the following advantages:
the advantages of the vehicle and the electric drive axle are the same as those of the prior art, and are not described in detail herein.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the principles of the utility model.
FIG. 1 is a schematic diagram of a transmission architecture according to an embodiment of the present utility model.
Fig. 2 is a schematic diagram of a planetary gear mechanism structure of a transmission according to an embodiment of the present utility model.
Fig. 3 is a schematic diagram of a transmission 1-speed power transmission path according to an embodiment of the present utility model.
Fig. 4 is a schematic diagram of a transmission 2-speed power transmission path according to an embodiment of the present utility model.
Fig. 5 is a schematic diagram of a transmission 3-speed power transmission path according to an embodiment of the present utility model.
Fig. 6 is a schematic diagram of a transmission 4-speed power transmission path according to an embodiment of the present utility model.
Fig. 7 is a schematic diagram of a transmission 5-speed power transmission path according to an embodiment of the present utility model.
Fig. 8 is a schematic view of a second sliding sleeve shift mechanism according to an embodiment of the present utility model.
Detailed Description
The present utility model will be described in further detail with reference to the drawings and embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the substances, and not restrictive of the utility model. It should be further noted that, for convenience of description, only the portions related to the present utility model are shown in the drawings.
In addition, the embodiments of the present utility model and the features of the embodiments may be combined with each other without collision. The present utility model will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Due to the very wide weight range of commercial vehicles carrying cargo, cargo loading from empty to 50, 60 tons and heavier occurs; the transportation distance is various and is from tens of kilometers to thousands of kilometers, the transportation road condition is various, and the road has a flat road, a small ramp, a large ramp, a dry road, a soft road, a muddy road and the like. In order to ensure the vehicle operation capability and operation efficiency under various working conditions, the power output to the vehicle under different working conditions is also diversified, so that the vehicle obtains a certain speed, can provide enough traction force, and has higher efficiency.
The transmission of the electric commercial vehicle in the current market has lower head gear speed due to structural layout, or has no direct gear configuration, so that the vehicle configuration cannot simultaneously meet the maximum climbing traction requirement and the average maximum road speed requirement, or has no direct gear, and the maximum transmission efficiency is reduced.
Referring to fig. 1-2, an embodiment of the present utility model provides a transmission 100 including an input shaft 10, a planetary gear mechanism P1, a gear assembly, and an output shaft 11 coaxial with the input shaft 10, where the coaxial arrangement of the input shaft 10 and the output shaft 11 means that the input shaft and the output shaft are coaxial and are independent shafts. The planetary gear mechanism P1 is provided on the input shaft 10; when the transmission 100 is in the first transmission mode, the input shaft 10 is in transmission connection with a gear assembly through the planetary gear mechanism P1, the gear assembly being in transmission connection with the output shaft 11; when the transmission 100 is in the second drive mode, the input shaft 10 is in driving connection with the output shaft 11 through the gear assembly; when the transmission 100 is in the third drive mode, the input shaft 10 is in driving connection with the output shaft 11.
When the transmission 100 needs the first transmission mode, the power of the input shaft 10 is transmitted to the gear transmission assembly through the planetary gear mechanism P1, the gear transmission assembly is transmitted to the output shaft 11, and the output shaft 11 drives the wheels to move, and the planetary gear mechanism P1 has a speed reducing function, so that the first transmission mode is a low-speed gear; the gear transmission assembly can be designed to adjust the head gear to a larger speed ratio which is far greater than the head gear speed ratio 10 of the existing speed changer. When the transmission 100 is in the second transmission mode, the power of the input shaft 10 is transmitted directly to the gear assembly, not through the planetary gear mechanism P1, and is further transmitted to the output shaft for power output, and a high-speed gear is formed since the power is not reduced through the planetary gear mechanism P1. When the transmission 100 is in the third transmission mode, the input shaft 10 is directly connected with the output shaft 11 in a transmission mode, in other words, the power of the input shaft 10 does not pass through the planetary gear mechanism P1 and does not pass through the gear transmission assembly, so that direct gear power output is formed, no gear engagement transmission loss is caused, the highest transmission efficiency is realized, and the energy consumption is reduced. Therefore, the transmission 100 according to the embodiment of the present utility model can simultaneously satisfy the maximum creep traction requirement and the flat-road maximum vehicle speed requirement through the transition of the three modes, and can also obtain the highest transmission efficiency.
In some embodiments, referring to fig. 1-2, the transmission 100 further includes a first sliding sleeve gear shifting mechanism 21 slidably sleeved on the input shaft 10; when the transmission 100 is in the first transmission mode, the first sliding sleeve gear shifting mechanism 21 is in transmission disconnection with the planet carrier of the planetary gear mechanism P1 and the output shaft 11, and the planet carrier of the planetary gear mechanism P1 is in transmission connection with the gear transmission assembly; when the transmission 100 is in the second transmission mode, the first sliding sleeve gear shifting mechanism 21 is in transmission connection with the planet carrier of the planetary gear mechanism P1, and the planet carrier of the planetary gear mechanism P1 is in transmission connection with the gear transmission assembly; when the transmission 100 is in the third drive mode, the first shift sleeve gear mechanism 21 is in driving connection with the output shaft 11.
When the transmission 100 needs a low-speed gear, the first sliding sleeve gear shifting mechanism 21 is disconnected from the planetary carrier of the planetary gear mechanism P1 and the output shaft 11, that is, the first sliding sleeve gear shifting mechanism 21 is at the middle position, and the power of the input shaft 10 is sequentially transmitted through the planetary carrier of the planetary gear mechanism P1, the gear transmission assembly and the output shaft. When the transmission 100 needs a high-speed gear, the first sliding sleeve gear shifting mechanism 21 arranged on the input shaft 10 is in transmission connection with the planet carrier 70 of the planetary gear mechanism P1, namely, the power sun gear 60 and the planet carrier 70 are integrated into a transmission, and power forms high-speed power transmission through gears on the planet carrier 70. When the transmission 100 needs direct gear power transmission, the first sliding sleeve gear shifting mechanism 21 is directly connected with the output shaft 11, so that the power of the input shaft 10 is directly transmitted to the output shaft 11 for power output.
In some embodiments, referring to fig. 1, the gear assembly includes a countershaft 12, a first gear Z1 and a second gear Z2 disposed on the countershaft 12, the first gear Z1 is disposed on a planet carrier of the planetary gear mechanism P1, and the first gear Z1 is meshed with the second gear Z2; the intermediate shaft 12 is disposed parallel to the input shaft 10, and the intermediate shaft is also disposed parallel to the output shaft 11. The gear assembly further comprises a fourth gear Z4 and a sixth gear Z6 arranged on the intermediate shaft 12, a third gear Z3 and a fifth gear Z5 arranged on the output shaft 11, the third gear Z3 is meshed with the fourth gear Z4, and the fifth gear Z5 is meshed with the sixth gear Z6. Wherein the first gear Z1 and the second gear Z2 are gear pairs with constant meshing, the third gear Z3 and the fourth gear Z4 are gear pairs with constant meshing, and the fifth gear Z5 and the sixth gear Z6 are gear pairs with constant meshing. Through the cooperation of each gear pair, the design of the transmission with different speed ratios can be realized, especially in the case of a head gear, the speed ratio which is far more than 10 can be formed through the cooperation of the planetary gear mechanism P1 and each gear pair.
In some embodiments, referring to fig. 1, the transmission 100 further includes a second sliding sleeve gear shifting mechanism 22 slidably disposed on the output shaft 11, where the second sliding sleeve gear shifting mechanism 22 is in driving connection with the third gear Z3 or the fifth gear Z5 when the transmission 100 is in the first driving mode or the second driving mode; when the transmission 100 is in the third transmission mode, the second shift mechanism 22 is disconnected from both the third gear Z3 and the fifth gear Z5. By arranging the second sliding sleeve gear shifting mechanism 22 on the output shaft 11 and by mutually meshed transmission with the third gear Z3 or the fifth gear Z5 between the third gear Z3 and the fifth gear Z5, two different speed ratios are provided in the low speed gear, two different speed ratios are provided in the high speed gear, namely 4 gears are provided, and when the second sliding sleeve gear shifting mechanism 22 is in the middle position and is in transmission disconnection with the third gear Z3 or the fifth gear Z5, the first sliding sleeve gear shifting mechanism 21 is directly connected with the output shaft 11 to form a direct gear for power output.
In some embodiments, the transmission 100 further includes a shift control unit 300, and the first sliding sleeve shift mechanism 21 and the second sliding sleeve shift mechanism 22 are electrically connected to the shift control unit 300, respectively; the shift control unit 300 is configured to control the first sliding sleeve gear shifting mechanism 21 to be in driving connection with the planet carrier of the planetary gear mechanism P1 in the second transmission mode, and to control the first sliding sleeve gear shifting mechanism 21 to be in driving connection with the output shaft 11 in the third transmission mode. The shift control unit 300 is further configured to control the second sliding sleeve gear shifting mechanism 22 to be in transmission connection with the third gear Z3 or the fifth gear Z5 in the first transmission mode or the second transmission mode, and control the second sliding sleeve gear shifting mechanism 22 to be in transmission disconnection with both the third gear Z3 and the fifth gear Z5 in the third transmission mode. Illustratively, the shift control unit 300 is fixed on the casing of the transmission body 100, and the shift control unit 300 receives signals through the CAN bus or transmits shift signals to the first sliding sleeve shift mechanism 21 and the second sliding sleeve shift mechanism 22, so that the sliding sleeve shift mechanism acts to enable different gear pairs to mesh, and different gear positions are formed. The automatic shifting control unit 300 controls the automatic shifting to greatly reduce the labor intensity of the driver.
As shown in fig. 8, for example, a sliding sleeve 231 of the second sliding sleeve gear shifting mechanism 22 is disposed on the output shaft 11 through a spline, the sliding sleeve 231 can slide between a third gear Z3 and a fifth gear Z5, external teeth are disposed on the outer portion of the sliding sleeve 231, internal teeth are disposed on the surfaces of the third gear Z3 and the fifth gear Z5 opposite to the output shaft 11, and when the sliding sleeve 231 slides to a position of a gear to be driven, the external teeth of the sliding sleeve 231 can be meshed with the internal teeth of the third gear Z3 or the fifth gear Z5 to be driven. The third gear Z3 or the fifth gear Z5 is sleeved on the output shaft 11 through a spline, and a clamp spring 232, a spline pad 233 and an adjusting pad 234 are further arranged between the gears and the output shaft 11. It is to be understood that the first sliding sleeve gear shifting mechanism 21 and the second sliding sleeve gear shifting mechanism 22 have the same structural design, and will not be described herein.
The embodiment of the utility model also provides an electric drive axle, which comprises a motor 500 and the transmission 100, wherein the motor 500 is connected with the input shaft 10 for providing power, and the motor 500 is one of a low-speed high-torque motor 500 and a high-speed motor 500. Due to the structural arrangement of the transmission, the utility model is optimized, can realize larger head gear speed ratio and wider speed ratio range, can obtain high-efficiency direct gear transmission, can be matched with a low-speed high-torque motor and a high-speed motor, realizes optimized power configuration of an electric commercial vehicle, improves the efficiency of the whole vehicle, reduces the energy consumption, saves the cost and improves the benefit. The driving motor can be a permanent magnet synchronous motor or a switched reluctance motor, and the electric drive bridge is fixed on the chassis of the commercial vehicle through the designed bracket, so that the transmission system and other related parts can work safely and efficiently in a stable and reliable environment.
Several exemplary transmission modes of operation are set forth below, including:
referring to fig. 3, fig. 3 is a power transmission route diagram of a transmission 1 gear, in which power input by a motor 500 is transmitted to a first gear Z1 provided on a carrier 70 through a planetary gear 80, then to an intermediate shaft 12 through a second gear Z2 provided on the intermediate shaft 12, then to a sixth gear Z6 through a fourth gear Z4 provided on the intermediate shaft 12, and a second shift mechanism 22 is engaged with the sixth gear Z6 to transmit power to an output shaft 11 and to a rear drive axle.
Referring to fig. 4, fig. 4 is a power transmission route diagram of a transmission 2 gear, in which power input by a motor 500 is transmitted to a first gear Z1 provided on a carrier 70 through a planetary gear 80, then to an intermediate shaft 12 through a second gear Z2 provided on the intermediate shaft 12, then to a fifth gear Z5 through a third gear Z3 provided on the intermediate shaft 12, and a second shift mechanism 22 is engaged with the fifth gear Z5 to transmit power to an output shaft 11 and to a rear drive axle.
Referring to fig. 5, fig. 5 is a power transmission route diagram of a transmission 3 gear, in which the first sliding sleeve gear shifting mechanism 21 is meshed with the first gear Z1 on the planet carrier 70 to form a high-speed gear; the power input by the motor 500 is directly transmitted to the first gear Z1 provided on the carrier 70, then transmitted to the intermediate shaft 12 through the second gear Z2 provided on the intermediate shaft 12, then transmitted to the sixth gear Z6 through the fourth gear Z4 provided on the intermediate shaft 12, and the second shift mechanism 22 is engaged with the sixth gear Z6 to transmit the power to the output shaft 11 and to the rear drive axle.
Referring to fig. 6, fig. 6 is a power transmission route diagram of a transmission 4 gear, in which the first sliding sleeve gear shifting mechanism 21 is meshed with the first gear Z1 on the carrier 70 to form a high gear; the power input by the motor 500 is directly transmitted to the first gear Z1 provided on the carrier 70, then transmitted to the intermediate shaft 12 through the second gear Z2 provided on the intermediate shaft 12, then transmitted to the fifth gear Z5 through the third gear Z3 provided on the intermediate shaft 12, and the second shift mechanism 22 is engaged with the fifth gear Z5 to transmit the power to the output shaft 11 and to the rear drive axle.
Referring to fig. 7, fig. 7 is a power transmission route diagram of a transmission 5 gear, in which a first sliding sleeve gear shifting mechanism 21 is directly engaged with an output shaft 11 to form a direct gear, a second sliding sleeve gear shifting mechanism 22 is in an intermediate position, and power input by a motor 500 is directly transmitted to the output shaft 11 and to a rear drive axle.
In addition, the above components are key components of the main body of the transmission, and other components such as a shell, a bearing, an oil seal, a bolt and the like are not listed one by one, and the functions are all inherent functions of the components.
The embodiment of the utility model also provides a vehicle, which comprises the electric drive axle, wherein the output shaft of the transmission is in transmission connection with an axle of the vehicle, and the specific function of the vehicle provided by the embodiment is described with reference to the transmission, and is not repeated herein.
It should be noted that the transmission of the present utility model may be applied to a transport vehicle having a similar function to an electric commercial vehicle, or may be applied to other electric vehicles, hybrid vehicles, or may be applied to a tricycle or other vehicles.
In the description of the present specification, reference to the terms "one embodiment/manner," "some embodiments/manner," "example," "specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment/manner or example is included in at least one embodiment/manner or example of the present application. In this specification, the schematic representations of the above terms are not necessarily for the same embodiment/manner or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments/modes or examples. Furthermore, the various embodiments/modes or examples described in this specification and the features of the various embodiments/modes or examples can be combined and combined by persons skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.
It will be appreciated by persons skilled in the art that the above embodiments are provided for clarity of illustration only and are not intended to limit the scope of the utility model. Other variations or modifications will be apparent to persons skilled in the art from the foregoing disclosure, and such variations or modifications are intended to be within the scope of the present utility model.
Claims (9)
1. The transmission is characterized by comprising an input shaft, a planetary gear mechanism, a gear transmission assembly and an output shaft coaxial with the input shaft, wherein the planetary gear mechanism is arranged on the input shaft;
when the transmission is in a first transmission mode, the input shaft is in transmission connection with the gear transmission assembly through the planetary gear mechanism, and the gear transmission assembly is in transmission connection with the output shaft;
when the transmission is in a second transmission mode, the input shaft is in transmission connection with the output shaft through the gear transmission assembly;
the input shaft is drivingly connected with the output shaft when the transmission is in a third gear mode.
2. The transmission of claim 1, further comprising a first sliding sleeve shift mechanism slidably disposed over the input shaft;
when the transmission is in a first transmission mode, the first sliding sleeve gear shifting mechanism is in transmission disconnection with a planet carrier of the planetary gear mechanism and the output shaft, and the planet carrier of the planetary gear mechanism is in transmission connection with the gear transmission assembly;
when the transmission is in a second transmission mode, the first sliding sleeve gear shifting mechanism is in transmission connection with a planet carrier of the planetary gear mechanism, and the planet carrier of the planetary gear mechanism is in transmission connection with the gear transmission assembly;
when the transmission is in a third transmission mode, the first sliding sleeve gear shifting mechanism is in transmission connection with the output shaft.
3. The transmission of claim 1, wherein the gear assembly comprises a countershaft, a first gear disposed on a carrier of the planetary gear mechanism, and a second gear disposed on the countershaft, the first gear meshed with the second gear;
the gear transmission assembly further comprises a fourth gear and a sixth gear which are arranged on the intermediate shaft, a third gear and a fifth gear which are arranged on the output shaft, the third gear is meshed with the fourth gear, and the fifth gear is meshed with the sixth gear.
4. A transmission according to claim 3, further comprising a second sliding sleeve gear shift mechanism slidably disposed over the output shaft, the second sliding sleeve gear shift mechanism being in driving connection with the third gear or the fifth gear when the transmission is in a first or second driving mode;
and when the transmission is in a third transmission mode, the second sliding sleeve gear shifting mechanism is disconnected from the third gear and the fifth gear.
5. The transmission of any one of claims 2-4, further comprising a shift control unit, the first and second sliding sleeve shift mechanisms being electrically connected to the shift control unit, respectively;
and the gear shifting control unit is used for controlling the first sliding sleeve gear shifting mechanism to be in transmission connection with the planet carrier of the planetary gear mechanism in the second transmission mode, and controlling the first sliding sleeve gear shifting mechanism to be in transmission connection with the output shaft in the third transmission mode.
6. The transmission of claim 5, wherein the shift control unit is further configured to control the second sliding sleeve shift mechanism to be in driving connection with a third gear or a fifth gear in the first or second drive mode, and to control the second sliding sleeve shift mechanism to be in driving disconnection with both the third gear and the fifth gear in the third drive mode.
7. A transmission according to claim 3 or 4, wherein the intermediate shaft is arranged parallel to the input shaft.
8. An electrically driven axle comprising an electric motor, and the transmission of any one of claims 1-7, said electric motor being coupled to said input shaft for providing power, said electric motor being one of a low speed high torque electric motor and a high speed electric motor.
9. A vehicle comprising the electric drive axle of claim 8, the output shaft of the transmission being drivingly connected to an axle of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223133853.1U CN219176894U (en) | 2022-11-24 | 2022-11-24 | Transmission, electric drive axle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223133853.1U CN219176894U (en) | 2022-11-24 | 2022-11-24 | Transmission, electric drive axle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219176894U true CN219176894U (en) | 2023-06-13 |
Family
ID=86664657
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223133853.1U Active CN219176894U (en) | 2022-11-24 | 2022-11-24 | Transmission, electric drive axle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219176894U (en) |
-
2022
- 2022-11-24 CN CN202223133853.1U patent/CN219176894U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101720395B (en) | Powershift multistep transmission | |
| CN113879104B (en) | Power transmission system and vehicle with same | |
| US11951821B2 (en) | Gearbox for an electric powertrain | |
| CN112959881B (en) | Three-gear parallel shaft type lameable double-motor single-row planet row hybrid power system with power take-off module | |
| WO2018090483A1 (en) | Horizontal drive assembly of single power source vehicle | |
| CN113978232A (en) | Power transmission system and vehicle with same | |
| CN113276658A (en) | Two keep off bi-motor planet row power split drive system | |
| CN114619874B (en) | Electric drive bridge and electric automobile | |
| CN210174608U (en) | Hybrid electric vehicle and power system and transmission system thereof | |
| CN219176894U (en) | Transmission, electric drive axle and vehicle | |
| WO2023206720A1 (en) | Electric drive axle and automobile | |
| CN216867431U (en) | Transmission system and drive assembly | |
| CN115246312A (en) | Multi-gear hybrid power system | |
| CN113580917A (en) | Four-gear lameable double-motor double-planet-row hybrid power system with power taking module | |
| CN220053498U (en) | Hybrid axle | |
| US20220339998A1 (en) | Electric powertain for a vehicle | |
| US11890928B2 (en) | Electric powertrain for a vehicle | |
| CN210149147U (en) | Hybrid power system | |
| CN221113497U (en) | Dual motor drive system | |
| CN221162188U (en) | Multi-gear hybrid power driving system | |
| CN217502472U (en) | Transmission and hybrid power mechanism | |
| CN216231646U (en) | Driving and power generation dual-function electric drive axle system and vehicle | |
| CN216101509U (en) | Four-gear lameable double-motor double-planet-row hybrid power system with power taking module | |
| US20240003409A1 (en) | Motor-gearbox arrangement | |
| WO2023206717A1 (en) | Multi-gear speed-change electric drive axle and electric vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |