CN220390966U - Variable speed driving mechanism and mixed motion assembly - Google Patents

Abstract

The utility model provides a variable speed driving mechanism and a mixing assembly. The variable speed drive of the present utility model comprises an engine, a generator and a transmission. The speed changer comprises an input shaft, an output shaft, a first transmission mechanism and a second transmission mechanism which are arranged between the input shaft and the output shaft, wherein the power output shaft is connected with the input shaft through a clutch, and the output shaft outputs power to a driving shaft of a wheel; the transmission further includes a planetary gear mechanism disposed on the input shaft or the output shaft, and a plurality of power switching mechanisms capable of selectively engaging the first transmission mechanism, the second transmission mechanism, or the planetary gear mechanism into a power transmission path of the transmission to change a transmission ratio between the input shaft and the output shaft or to change an output rotation speed of the output shaft. The speed-changing driving mechanism can realize the ultra-low gear mode output of the speed-changing driving mechanism, thereby improving the power output performance of the speed-changing driving mechanism when a vehicle faces to off-road conditions.

Description

Variable speed driving mechanism and mixed motion assembly

Technical Field

The utility model relates to the technical field of hybrid automobiles, in particular to a variable speed driving mechanism. In addition, the utility model also relates to a mixing assembly.

Background

The traditional vehicle using the engine as a power source has great pollution to air, so that the pure electric vehicle using the battery to provide the kinetic energy has been developed. However, the development of the pure electric vehicles is also greatly limited by the influence of factors such as battery performance and vehicle mileage. As such, hybrid vehicles are developing more and more rapidly due to their balanced performance in terms of both environmental protection and energy conservation as well as reliable cruising performance.

Hybrid vehicles are vehicles that use multiple sources of energy, typically a conventional engine using liquid fuel and an electric motor using electric power to drive the vehicle in tandem.

The prior two-gear hybrid transmission applied to the hybrid electric vehicle is mostly used for driving a front axle, the power of an engine is generally connected with an input shaft of the transmission through a clutch, and a matched motor is in transmission connection with the input shaft or an output shaft. The power of the engine realizes the gear transmission with different transmission ratios through two groups of variable speed transmission mechanisms between the input shaft and the output shaft.

The existing speed changer generally realizes the reverse gear function through motor reversal; because the transmission mechanism in the transmission is less in configuration, the power transmission path of the engine is single, so that the power performance of the vehicle is poor in reverse gear and off-road running, and the use requirement cannot be met well.

In addition, the hybrid system composed of the hybrid transmission, the engine and the motor has fewer gears in the pure electric mode and the hybrid electric mode, the driving force in the pure electric mode and the hybrid electric mode is always output to the front axle, the problem that the front wheel is difficult to get rid of is easily caused when the front wheel slips, and the safety of the vehicle running in the pure electric mode and the hybrid electric mode is lower when the wet slippery road surface is encountered, so that the capability of the vehicle for coping with complex road conditions is poor.

Disclosure of Invention

In view of the above, the present utility model is directed to a variable speed drive mechanism for improving the power output performance of the variable speed drive mechanism when the vehicle faces off-road conditions.

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

a variable speed drive mechanism comprising an engine, a generator and a transmission, wherein the generator is in transmission connection with a power output shaft of the engine; the transmission comprises an input shaft, an output shaft, a first transmission mechanism and a second transmission mechanism which are arranged between the input shaft and the output shaft, wherein the power output shaft is connected with the input shaft through the clutch, and the output shaft outputs power to a driving shaft of a wheel;

the transmission further comprises a planetary gear mechanism arranged on the input shaft or the output shaft and a plurality of power switching mechanisms, wherein the power switching mechanisms can selectively connect the first transmission mechanism, the second transmission mechanism or the planetary gear mechanism into a power transmission path of the transmission so as to change the transmission ratio between the input shaft and the output shaft or change the output rotating speed of the output shaft.

Further, the power output shaft is provided with a flexible disc, and/or the generator is coaxially arranged on the power output shaft.

Further, the planetary gear mechanism comprises a first planetary gear train arranged on the input shaft, and a secondary transmission mechanism is arranged between the input shaft and the output shaft; the power switching mechanism comprises a first synchronizer arranged between the first transmission mechanism and the second transmission mechanism and a second synchronizer arranged between the first planetary gear train and the auxiliary transmission mechanism; the first synchronizer is used for selecting the first transmission mechanism or the second transmission mechanism to realize power transmission between the input shaft and the output shaft, and the second synchronizer is used for selecting the first planetary gear train and the auxiliary transmission mechanism to realize power transmission between the input shaft and the output shaft.

Further, the first transmission mechanism comprises a first driving gear fixedly arranged on the input shaft and a first driven gear sleeved on the output shaft, the second transmission mechanism comprises a second driving gear fixedly arranged on the input shaft and a second driven gear sleeved on the output shaft, and the first synchronizer is arranged on the output shaft between the first driven gear and the second driven gear.

Further, the auxiliary transmission mechanism comprises a third driving gear sleeved on the input shaft, a third driven gear fixedly arranged on the output shaft and an intermediate gear arranged between the third driving gear and the third driven gear; the second synchronizer is arranged between the first planetary gear train and the third driving gear, and a third synchronizer is arranged between the first transmission mechanism and the third driving gear.

Further, a first sun gear of the first planetary gear train is arranged on the input shaft; the second synchronizer adopts a bidirectional single-side synchronizer, and the bidirectional single-side synchronizer selectively connects the first planet carrier or the first gear ring of the first planetary gear train with the third driving gear.

Further, the output shaft comprises a first half shaft and a second half shaft which are coaxially arranged, the first half shaft receives power transmission from the input shaft and/or the generator, and the second half shaft is used for power output of the variable speed driving mechanism; the planetary gear mechanism includes a second planetary gear train disposed between the first half shaft and the second half shaft, and the power switching mechanism includes a fourth synchronizer disposed between the first half shaft, the second half shaft, and the second planetary gear train, the fourth synchronizer being capable of selectively connecting the first half shaft and the second half shaft directly or through the second planetary gear train.

Further, a first gear is fixedly arranged on the first half shaft, and an input gear is fixedly arranged on the second half shaft; the second sun gear of the second planetary gear train is arranged on the first half shaft, the second planet carrier or the second gear ring of the second planetary gear train is provided with a second gear, and the fourth synchronizer selectively connects the first gear or the second gear with the input gear.

Compared with the prior art, the utility model has the following advantages:

according to the variable speed driving mechanism, the planetary gear mechanism is arranged on the input shaft or the output shaft, and the variable speed transmission with the large transmission ratio can be realized between the input shaft and the output shaft or between the output shaft and the output gear of the output shaft by means of the stable transmission performance and the characteristic of the large transmission ratio of the planetary gear mechanism, so that the ultra-low speed gear mode output of the variable speed driving mechanism is realized, and the power output performance of the variable speed driving mechanism when a vehicle faces to off-road conditions can be improved.

In addition, by arranging the first planetary gear train on the input shaft and forming a third power transmission path outside the first transmission mechanism and the second transmission mechanism by utilizing the auxiliary transmission mechanism arranged between the input shaft and the output shaft, the power transmission of three gears between the input shaft and the output shaft can be realized by virtue of the power switching control of the first synchronizer and the second synchronizer, and the ultra-low speed gear mode output of the hybrid transmission can be well realized; the cooperative control of the first synchronizer and the second synchronizer can realize smooth power transmission path conversion among the first transmission mechanism, the second transmission mechanism and the auxiliary transmission mechanism, and is convenient for the switching control of the hybrid transmission among the I gear, the II gear and the ultra-low gear used in the off-road mode.

Another object of the present utility model is to provide a hybrid assembly for driving the wheels of the front axle and the rear axle of a hybrid vehicle, said hybrid assembly comprising a variable speed drive mechanism according to the present utility model and a secondary power system, said variable speed drive mechanism and said secondary power system driving the wheels of said front axle and said rear axle, respectively, interchangeably.

Further, the auxiliary power system comprises a driving motor which is directly connected with an auxiliary differential mechanism on a driving shaft of the wheel or connected with the auxiliary differential mechanism through a speed change mechanism; or the auxiliary power system is provided with two driving motors, the two driving motors are respectively arranged corresponding to the driving shafts of the wheels on the left side and the right side, and the two driving motors are respectively arranged on the driving shafts on the corresponding sides directly or in transmission connection through a speed change mechanism.

The hybrid assembly has the technical advantages of the variable speed driving mechanism, and can form four-wheel drive for a hybrid vehicle.

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 utility model, wherein the words of front and back, top and bottom, etc. are used to indicate relative position and are not intended to limit the utility model unduly. In the drawings:

FIG. 1 is a schematic view of the overall structure of a variable speed drive mechanism according to an embodiment of the present utility model;

FIG. 2 is a schematic view of a power transmission path of a variable speed drive mechanism in an engine-driven I-speed mode according to an embodiment of the present utility model;

FIG. 3 is a schematic view of a power transmission path of a variable speed drive mechanism in an engine-driven gear II mode according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a power transmission path of a variable speed drive mechanism in an engine driven reverse mode according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram of a power transmission path of a variable speed drive mechanism in an engine driven ultra low speed mode according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram illustrating an overall structure of a variable speed driving mechanism according to a second embodiment of the present utility model;

FIG. 7 is a schematic view of a power transmission path of a transmission of a variable speed drive mechanism according to a second embodiment of the present utility model with direct and synchronous rotation of a first axle shaft and a second axle shaft;

FIG. 8 is a schematic diagram of a power transmission path of a second embodiment of the present utility model in which the first half shaft and the second half shaft are driven by a second planetary gear train to make the variable speed driving mechanism in an ultra-low speed mode;

FIG. 9 is a schematic diagram of a single motor configuration of a secondary power system of a hybrid powertrain according to a third embodiment of the present utility model;

FIG. 10 is a schematic diagram of another single motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 11 is a schematic diagram of another single motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 12 is a schematic diagram of a dual motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 13 is a schematic diagram of another dual motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 14 is a schematic view of another dual motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 15 is a schematic view of another dual motor configuration of a secondary power system according to a third embodiment of the present utility model;

FIG. 16 is a schematic view of another dual motor configuration of a secondary power system according to a third embodiment of the present utility model;

fig. 17 is a schematic structural diagram of another dual motor configuration of the auxiliary power system according to the third embodiment of the present utility model.

Reference numerals illustrate:

1. an engine; 10. a power output shaft; 11. a coiling disc;

2. a generator;

3. a differential; 300. an output gear; 31. a transmission shaft;

40. a clutch; 411. a first synchronizer; 412. a third synchronizer; 413. a second synchronizer; 414. a fourth synchronizer;

5. an input shaft; 501. a first drive gear; 502. a second drive gear; 530. a reverse gear intermediate shaft; 531. a third drive gear; 532. an intermediate gear; 533. a third driven gear;

6. an output shaft; 60. a first half shaft; 601. a first driven gear; 602. a second driven gear; 61. a second half shaft; 610. an input gear; 621. a first gear; 622. a second gear;

711. a first sun gear; 712. a first planet; 713. a first planet carrier; 714. a first ring gear; 721. a second sun gear; 722. a second planet wheel; 723. a second carrier; 724. a second ring gear;

8. a driving motor; 800. an intermediate shaft; 81. a motor shaft gear; 811. a first motor shaft gear; 812. a second motor shaft gear;

82. a drive shaft gear; 821. A first drive shaft gear; 822. A second drive shaft gear;

831. a first countershaft gear; 832. A second countershaft gear; 833. A third countershaft gear;

841. a parallel synchronizer; 842. A gear shift synchronizer; 85. A secondary differential;

9. a wheel; 90. a drive shaft.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper, lower, left, right, front, rear, inner, outer" or the like are used, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model, and do not indicate or imply that the apparatus or elements to be referred to must have a specific orientation, be constructed or operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; either directly or indirectly through intermediaries, or in communication with each other. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases. The terms first, second, third, fourth, etc. are used in the description of the present utility model only to distinguish between similar features at different locations, or uses, etc. for the purpose of avoiding ambiguity, confusion, and should not be construed as indicating or implying relative importance.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The embodiment relates to a variable speed driving mechanism, which can improve the power output performance of the variable speed driving mechanism when a vehicle faces off-road conditions; an exemplary structure thereof is shown in fig. 1.

In general, the variable speed drive comprises an engine 1, a generator 2 and a transmission, and the generator 2 is drivingly connected to a power output shaft 10 of the engine 1. The transmission includes an input shaft 5, an output shaft 6, and a first transmission mechanism and a second transmission mechanism disposed between the input shaft 5 and the output shaft 6, wherein a power output shaft 10 is connected to the input shaft 5 through a clutch 40, and the output shaft 6 outputs power to a drive shaft 90 of a wheel 9. The transmission further includes a planetary gear mechanism provided on the input shaft 5 or the output shaft 6, and a plurality of power switching mechanisms capable of selectively connecting the first transmission mechanism, the second transmission mechanism, or the planetary gear mechanism to a power transmission path of the transmission to change a transmission ratio between the input shaft 5 and the output shaft 6 or change an output rotation speed of the output shaft 6.

As a main power system of a vehicle, the variable speed driving mechanism of the embodiment uses the engine 1 as a power source, and the generator 2 which is in transmission connection with the power output shaft 10 of the engine 1 can be driven by the engine 1 to run for generating electricity, so as to supplement electricity for a battery system of the vehicle. Of course, the generator 2 may be in driving connection with the power take-off shaft 10 via a transmission gear, however, preferably the generator 2 of the present embodiment is coaxially arranged on the power take-off shaft 10; further, the clutch 40 of the present embodiment may be a two-way clutch, and the generator 2 may be selectively disengaged from the power output shaft 10, so that the power of the engine 1 is used for driving the vehicle. In addition, the power output shaft 10 of the present embodiment is further provided with a flexible disc 11, which is beneficial to reducing the temperature difference between the upper cylinder and the lower cylinder of the engine 1 and reducing the moment variation of the engine 1 in the process of running.

It should be noted that the above-described main power system may be used to drive a front axle or a rear axle of a vehicle, and in this embodiment, the drive front axle is exemplified. Specifically, a clutch 40 is provided between the power output shaft 10 and the input shaft 5 of the engine 1 for engaging or disengaging the two. In the engine drive mode, the clutch 40 is engaged, power of the engine 1 is input to the transmission, and is output to the differential 3 through the output gear 300 on the output shaft 6 after the speed change, and the propeller shaft 31 provided between the output gear 300 and the differential 3 of the front axle, the differential 3 driving the wheels 9 on the corresponding side to rotate through the drive shafts 90 on both sides.

There are, of course, many alternatives to the specific arrangement of the planetary gear. In this embodiment, as also shown in fig. 1, the planetary gear mechanism includes a first planetary gear train provided on the input shaft 5, and a sub-transmission mechanism is provided between the input shaft 5 and the output shaft 6; the power switching mechanism includes a first synchronizer 411 provided between the first transmission mechanism and the second transmission mechanism, and a second synchronizer 413 provided between the first planetary gear train and the sub-transmission mechanism. The first synchronizer 411 is used for selecting a first transmission mechanism or a second transmission mechanism to realize power transmission between the input shaft 5 and the output shaft 6, and the second synchronizer 413 is used for selecting a first planetary gear train and a secondary transmission mechanism to realize power transmission between the input shaft 5 and the output shaft 6. For ease of arrangement, the first planetary gear train of the present embodiment is provided at the end of the output shaft 6 remote from the engine 1.

By providing the first planetary gear train on the input shaft 5 and forming a third power transmission path outside the first transmission mechanism and the second transmission mechanism by utilizing the auxiliary transmission mechanism arranged between the input shaft 5 and the output shaft 6, the power transmission of three gears between the input shaft 5 and the output shaft 6 can be realized by means of the power switching control of the first synchronizer 411 and the second synchronizer 413, and the ultra-low gear mode output of the transmission can be well realized; the cooperative control of the first synchronizer 411 and the second synchronizer 413 can realize smooth power transmission path conversion among the first transmission mechanism, the second transmission mechanism and the auxiliary transmission mechanism, so that the switching control among the I gear, the II gear and the ultra-low gear used in the off-road mode is facilitated.

Specifically, the first transmission mechanism of the present embodiment includes a first driving gear 501 fixed on the input shaft 5 and a first driven gear 601 sleeved on the output shaft 6, the second transmission mechanism includes a second driving gear 502 fixed on the input shaft 5 and a second driven gear 602 sleeved on the output shaft 6, and the first synchronizer 411 is disposed on the output shaft 6 between the first driven gear 601 and the second driven gear 602.

Wherein, the first driving gear 501 is in meshed connection with the first driven gear 601, and the second driving gear 502 is in meshed connection with the second driven gear 602; the first synchronizer 411 is selectively connected to the first driven gear 601 or the second driven gear 602 to achieve either an I-gear or an II-gear transmission of the transmission. Alternatively, the first synchronizer 411 may be disengaged from the first driven gear 601 and the second driven gear 602 at the same time, and the second synchronizer 413 engages the first planetary gear train and the auxiliary transmission mechanism to realize the ultra-low gear transmission of the transmission. The first transmission mechanism and the second transmission mechanism adopt a double-gear meshing transmission mode, so that the structure is more concise and efficient; the first synchronizer 411 is correspondingly sleeved with a gear, so that the separation or connection state between the gear and the shaft body can be changed conveniently, and the gear can be switched.

In addition, the secondary transmission mechanism of the present embodiment includes a third driving gear 531 fitted over the input shaft 5, a third driven gear 533 fixed to the output shaft 6, and an intermediate gear 532 provided between the third driving gear 531 and the third driven gear 533; a reverse intermediate shaft 530 is provided between the input shaft 5 and the output shaft 6, and an intermediate gear 532 is rotatably provided on the reverse intermediate shaft 530. The second synchronizer 413 is disposed between the first planetary gear train and the third driving gear 531, and the third synchronizer 412 is disposed between the first transmission mechanism and the third driving gear 531 on the input shaft 5.

The auxiliary transmission mechanism adopts the arrangement mode and can play the effect of reverse gear transmission. When the second synchronizer 413 is in the disengaged state, the first planetary gear train does not participate in the transmission; at this time, the third synchronizer 412 and the third driving gear 531 are engaged, and a reverse gear transmission mode is realized between the input shaft 5 and the output shaft 6 through the sub-transmission mechanism.

Based on the above arrangement, the first planetary gear train of the present embodiment includes the first sun gear 711 provided on the input shaft 5, the plurality of first planetary gears 712 provided around the first sun gear 711, and the first ring gear 714 engaged with each of the first planetary gears 712; wherein one of the first ring gear 714 and the first planet carrier 713 of the first planet gears 712 is fixedly connected to the housing of the transmission, and the other is matched with the second synchronizer 413. The second synchronizer 413 adopts a bidirectional single-sided synchronizer, and the bidirectional single-sided synchronizer selectively connects the first planet carrier 713 or the first gear ring 714 with the third driving gear 531, thereby realizing transmission in the ultra-low gear mode.

In the present embodiment, the first carrier 713 is fixedly coupled to the housing of the transmission, and the first ring gear 714 rotates with the rotation of the first sun gear 711; when the second synchronizer 413 engages the first ring gear 714 and the third driving gear 531, the third synchronizer 412 disengages the third driving gear 531, and an ultra-low gear transmission path of the input shaft 5→the first planetary gear train→the sub-transmission mechanism→the output shaft 6 is formed. The cooperative control of the third synchronizer 412 and the second synchronizer 413 can realize the power on-off between the auxiliary transmission mechanism and the first planetary gear train, and conveniently realize the flexible switching between the reverse gear and the ultra-low gear of the transmission. It is apparent that the second synchronizer 413 may be a bidirectional single-sided synchronizer or a bidirectional double-sided synchronizer.

Based on the above arrangement, in different gear modes, different power transmission paths can be formed in the transmission by controlling the engaged and disengaged states of the respective power switching mechanisms according to the needs of the vehicle gear. The power transmission of the different gear in the engine driving mode will be described in detail with reference to fig. 2 to 5; wherein the heavy solid lines in the respective figures indicate the power transmission paths in the respective gear positions, and the arrows on the heavy solid lines indicate the directions of the power transmission.

As shown in fig. 2, in the I-range driving state, the clutch 40 is engaged, the first synchronizer 411 is engaged to the first driven gear 601, and the third synchronizer 412 and the second synchronizer 413 are both in the off state; the power output from the engine 1 sequentially passes through: clutch 40→input shaft 5→first driving gear 501→first driven gear 601→first synchronizer 411→output shaft 6→output gear 300→transmission shaft 31→differential 3→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 3, in the gear II driving state, the clutch 40 is engaged, the first synchronizer 411 is engaged to the second driven gear 602, and the third synchronizer 412 and the second synchronizer 413 are both in the disengaged state; the power output from the engine 1 sequentially passes through: clutch 40→input shaft 5→second driving gear 502→second driven gear 602→first synchronizer 411→output shaft 6→output gear 300→propeller shaft 31→differential 3→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 4, in the reverse drive state, the clutch 40 is engaged, the first synchronizer 411 is disengaged, the third synchronizer 412 is engaged to the third driving gear 531, and the second synchronizer 413 is in an disengaged state; the power output from the engine 1 sequentially passes through: clutch 40→input shaft 5→third synchronizer 412→third driving gear 531→intermediate gear 532→third driven gear 533→output shaft 6→output gear 300→propeller shaft 31→differential 3→drive shaft 90, thereby driving wheels 9 to rotate.

As shown in fig. 5, in the ultra-low range driving state, the clutch 40 is engaged, the first synchronizer 411 and the third synchronizer 412 are both disengaged, and the second synchronizer 413 engages the third driving gear 531 and the first ring gear 714; the power output from the engine 1 sequentially passes through: clutch 40→input shaft 5→first sun gear 711→first planet gear 712→first ring gear 714→second synchronizer 413→third driving gear 531→intermediate gear 532→third driven gear 533→output shaft 6→output gear 300→transmission shaft 31→differential 3→drive shaft 90, thereby driving wheel 9 to rotate. Under the gear, the variable speed driving mechanism can output power at extremely low output rotating speed and extremely high output torque, and is particularly suitable for vehicle getting rid of poverty under off-road conditions of vehicles.

In summary, in the gear shifting driving mechanism of the present embodiment, by providing the planetary gear mechanism on the input shaft 5 or the output shaft 6, by virtue of the stable transmission performance and the large transmission ratio of the planetary gear mechanism, the gear shifting transmission with the large transmission ratio can be realized between the input shaft 5 and the output shaft 6 or between the output shaft 6 and the output gear 300 of the output shaft 6, thereby realizing the ultra-low gear mode output of the gear shifting driving mechanism, increasing the torque input at the wheel end of the vehicle, enabling the vehicle to have good obstacle surmounting and getting rid of capabilities, and being helpful for improving the power output performance of the gear shifting driving mechanism when the vehicle faces off road conditions.

Example two

The present embodiment also relates to a variable speed drive mechanism, an exemplary structure of which is shown in fig. 6. As can be seen from comparing fig. 6 and 1, the variable speed drive mechanism of the present embodiment can be generally configured with reference to the variable speed drive mechanism of the first embodiment, except that the planetary gear mechanism of the transmission in the variable speed drive mechanism of the present embodiment is a second planetary gear train provided on the output shaft 6.

It should be noted that the provision of the first planetary gear train on the input shaft 5, as described in the first embodiment, or the provision of the second planetary gear train on the output shaft 6 as described in the present embodiment, can provide the transmission with the function of ultra-low gear output. The first planetary gear train and the second planetary gear train described above may of course be provided on the input shaft 5 and the output shaft 6, respectively, but preferably, one arrangement of the first planetary gear train and the second planetary gear train is optional, and the present embodiment will be described only with respect to the case where the second planetary gear train is arranged on the output shaft 6.

Still referring to fig. 6, the output shaft 6 of the present embodiment includes coaxially disposed first and second half shafts 60, 61, the first half shaft 60 receiving power transmission from the input shaft 5 and/or the generator 2, and the second half shaft 61 for power output of the variable speed drive mechanism. The planetary gear mechanism of the present embodiment includes a second planetary gear train provided between the first half shaft 60 and the second half shaft 61, and the power switching mechanism includes a fourth synchronizer 414 provided between the first half shaft 60, the second half shaft 61 and the second planetary gear train. The fourth synchronizer 414 can selectively connect the first axle 60 and the second axle 61 directly or through a second planetary gear train.

Specifically, the first half shaft 60 is fixedly provided with a first gear 621, and the first driven gear 601, the second driven gear 602 and the first synchronizer 411 are all arranged on the first half shaft 60, so that the generator 2 is in transmission connection with the first half shaft 60. The second half shaft 61 is fixedly provided with an input gear 610 and an output gear 300, and outputs power to the differential 3 through the output gear 300. The second planetary gear train includes a second sun gear 721, a second planet gear 722, a second planet carrier 723, and a second ring gear 724; the second sun gear 721 is disposed on the first half shaft 60, a plurality of second planet gears 722 are meshed around the second sun gear 721, each second planet gear 722 is meshed with a second gear ring 724, and a second planet carrier 723 is fixedly disposed on each second planet gear 722. One of the second carrier 723 and the second ring gear 724 is fixedly connected to the transmission case, the other is provided with the second gear 622, and the fourth synchronizer 414 selectively connects the first gear 621 or the second gear 622 to the input gear 610. Preferably, in the present embodiment, the second ring gear 724 is fixedly connected to the housing of the transmission, the second planet carrier 723 rotates with the rotation of the second planet gears 722, and the second gear 622 is fixedly arranged on the second planet carrier 723.

The configuration is convenient for realizing the power output mode of the ultra-low gear, and simultaneously, the transmission of the embodiment has an ultra-low gear mode in the driving mode of the I gear engine and the II gear engine, so that the vehicle has good drivability. The different power transmission cases of the normal power output and the ultra-low gear power output in each gear or mode are described in detail below with reference to fig. 7 and 8; wherein the heavy solid lines in the respective figures indicate the power transmission paths in the respective gear positions, and the arrows on the heavy solid lines indicate the directions of the power transmission.

As shown in fig. 7, when power is transmitted to the first half shaft 60 in either the I-range or the II-range engine driving mode, since the fourth synchronizer 414 engages the input gear 610 and the first gear 621, the power on the first half shaft 60 sequentially passes through: the first gear 621-fourth synchronizer 414-input gear 610-second half shaft 61-output gear 300-propeller shaft 31-differential 3-drive shaft 90, thereby driving the wheels 9 to rotate.

As shown in fig. 8, when power is transmitted to the first half shaft 60 in either the I-range or the II-range engine drive mode, the power on the first half shaft 60 sequentially passes through, due to the fourth synchronizer 414 engaging the input gear 610 and the second gear 622: second sun gear 721, second planet gears 722, second planet carrier 723, second gear 622, fourth synchronizer 414, input gear 610, second half shaft 61, output gear 300, drive shaft 31, differential 3, and drive shaft 90, thereby driving wheels 9 to rotate.

Therefore, the variable speed driving mechanism of the embodiment can also realize ultra-low gear mode output, and can increase the torque input of the wheel end of the vehicle, so that the vehicle has good obstacle surmounting and escaping capabilities, and the power output performance of the variable speed driving mechanism of the vehicle facing off-road conditions is improved.

Example III

The present embodiment relates to a hybrid assembly for driving wheels 9 of a front axle and a rear axle of a hybrid vehicle, the hybrid assembly including a variable speed drive mechanism provided by embodiment one provided with an engine 1 and a generator 2, and a sub-power system; the variable speed drive and the secondary power system interchangeably drive the wheels 9 of the front axle and the rear axle, respectively.

Various exemplary configurations of the secondary power system in the hybrid assembly are shown in fig. 9-17, respectively. The exchangeable means that the variable speed driving mechanism is used for driving the front axle, and the auxiliary power system is used for driving the rear axle; or the two are in position exchange, the variable speed driving mechanism is used for driving the rear axle, and the auxiliary power system is used for driving the front axle. The hybrid assembly of the embodiment has the technical advantages of the variable speed drive mechanism, and can form four-wheel drive for a hybrid vehicle.

It should be noted that the auxiliary power system may be configured with only one motor, or may be configured with two motors. When one motor is provided, the sub-power system includes a drive motor 8, and a sub-differential 85 provided between drive shafts 90 of the wheels 9 on the left and right sides, the drive motor 8 being connected to the sub-differential 85 directly or through a speed change mechanism having a plurality of gears.

When one driving motor 8 is provided, as shown in fig. 9, the driving motor 8 and the auxiliary differential 85 may be integrally provided, and the driving motor 8 drives the auxiliary differential 85 to rotate the driving shafts 90 on both sides. Alternatively, as shown in fig. 10 and 11, the drive motor 8 is drivingly connected to the sub-differential 85 between the drive shafts 90 on both sides through a set of speed change mechanisms. For the specific configuration of the speed change mechanism, the speed change mechanism can be flexibly arranged according to the transmission and speed change requirements between the driving motor 8 and the wheels 9. The auxiliary power system adopts a driving mode of matching a single motor with the auxiliary differential mechanism 85, has the advantages of simple structure, less number of configured motors and the like, and can reduce the configuration cost of the auxiliary power system.

For example, referring to fig. 10, an intermediate shaft 800 is provided between a motor shaft of the driving motor 8 and the sub-differential 85, a motor shaft gear 81 is provided on the motor shaft of the driving motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the sub-differential 85; wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect.

For another example, referring to fig. 11, an intermediate shaft 800 is disposed between a motor shaft of the driving motor 8 and the auxiliary differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the motor shaft of the driving motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are sleeved on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the auxiliary differential 85; wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. At this time, a gear shift synchronizer 842 is provided on the intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed, and the wheels 9 can be driven in a two-gear speed-adjusting manner, thereby realizing a stable gear shift transmission effect.

When two drive motors 8 are provided, the secondary power system of the present embodiment has two drive motors 8, as shown in fig. 12 to 17, and the two drive motors 8 are provided corresponding to the drive shafts 90 of the wheels 9 on the left and right sides, respectively. The two driving motors 8 are respectively and directly arranged on the driving shafts 90 on the corresponding sides, and a parallel synchronizer 841 is arranged between the two driving shafts 90. Alternatively, the two driving motors 8 are respectively connected with the driving shafts 90 on the corresponding sides through a group of speed changing mechanisms in a transmission way, and a parallel synchronizer 841 is arranged between the two groups of speed changing mechanisms; the specific configuration of the transmission mechanism of each group and the arrangement position of the parallel synchronizer 841 can be flexibly set according to the transmission and speed change requirements between the driving motor 8 and the wheels 9. The speed change mechanism can be arranged into a one-gear, two-gear or multiple-gear speed change mode according to the gear change requirement, and the gear can be switched through the synchronizer.

For example, referring to fig. 12, the drive motor 8 is directly disposed on the drive shaft 90 on the corresponding side, and a parallel synchronizer 841 is provided between the two drive shafts 90. For another example, referring to fig. 13, a motor shaft gear 81 is provided on the motor shaft of the driving motor 8, a driving shaft gear 82 is provided on the driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged for transmission to form a speed change mechanism; a parallel synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the parallel synchronizer 841 may be provided between two drive shafts 90, or between motor shafts of two drive motors 8.

For another example, referring to fig. 14, an intermediate shaft 800 is disposed between a motor shaft of the driving motor 8 and a driving shaft 90 on the corresponding side, a motor shaft gear 81 is disposed on the motor shaft of the driving motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are disposed on the intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the driving shaft 90; wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect. The parallel synchronizer 841 may be disposed at a plurality of positions on two sets of speed changing mechanisms, for example, between motor shafts of two driving motors 8 as shown in the drawing; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90 or between the two intermediate shafts 800.

Or referring to fig. 15, a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the motor shaft of the driving motor 8, and a first driving shaft gear 821 and a second driving shaft gear 822 are provided at intervals on the driving shaft 90 on the corresponding side. The first motor shaft gear 811 is in meshed connection with the first driving shaft gear 821, the second motor shaft gear 812 is in meshed connection with the second driving shaft gear 822, and the parallel synchronizer 841 is arranged between motor shafts of the driving motors 8 on two sides; of course, the parallel synchronizer 841 may also be provided between the two drive shafts 90.

Alternatively, referring to fig. 16, an intermediate shaft 800 is provided between the motor shaft of the drive motor 8 and the corresponding drive shaft 90. The motor shaft of the driving motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the driving shaft 90 is provided with a driving shaft gear 82. Wherein, the first motor shaft gear 811 is meshed with the first intermediate shaft gear 831, the second motor shaft gear 812 is meshed with the second intermediate shaft gear 832, and the third intermediate shaft gear 833 is meshed with the driving shaft gear 82; meanwhile, a gear-shifting synchronizer 842 is arranged on the intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear can be shifted, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The parallel synchronizer 841 may be provided between the driving shafts 90 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two drive motors 8 or between the two intermediate shafts 800.

Alternatively, referring to fig. 17, an intermediate shaft 800 is provided between the motor shaft of the drive motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a motor shaft of the driving motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals. Wherein, the motor shaft gear 81 is in meshed connection with the third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the second intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822; meanwhile, a gear shift synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and the gear shift can be switched, so that two gear shift transmission paths with different transmission ratios of the gear shift mechanism are formed. The parallel synchronizer 841 may be disposed between the intermediate shafts 800 on both sides; of course, the parallel synchronizer 841 may also be provided between the motor shafts of the two drive motors 8 or between the two drive shafts 90.

In general, two driving motors 8 are adopted to respectively drive the wheels 9 on the left side and the right side, so that the configuration of a secondary differential mechanism 85 can be omitted; moreover, by arranging the parallel synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left side and the right side, not only the driving forces on the two sides can be released, but also the differential effect can be realized, and when the vehicle wheels 9 on one side are difficult to get out of the way due to bad road conditions, the parallel synchronizer 841 can also timely engage the driving shafts 90 on the two sides, so that the power of the two driving motors 8 is transmitted to the vehicle wheels 9 to be out of the way in a combined way, and the escaping capability of the vehicle is improved.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A variable speed drive mechanism, characterized by:

comprises an engine (1), a generator (2) and a transmission, wherein the generator (2) is connected to a power output shaft (10) of the engine (1) in a transmission manner;

the transmission comprises an input shaft (5), an output shaft (6), and a first transmission mechanism and a second transmission mechanism which are arranged between the input shaft (5) and the output shaft (6), wherein the power output shaft (10) is connected with the input shaft (5) through a clutch (40), and the output shaft (6) outputs power to a driving shaft (90) of a wheel (9);

the transmission further comprises a planetary gear mechanism arranged on the input shaft (5) or the output shaft (6), and a plurality of power switching mechanisms, wherein the power switching mechanisms can selectively connect the first transmission mechanism, the second transmission mechanism or the planetary gear mechanism into a power transmission path of the transmission so as to change the transmission ratio between the input shaft (5) and the output shaft (6) or change the output rotating speed of the output shaft (6).

2. The variable speed drive mechanism according to claim 1, wherein:

the power output shaft (10) is provided with a flexible disc (11), and/or the generator (2) is coaxially arranged on the power output shaft (10).

3. The variable speed drive mechanism according to claim 1, wherein:

the planetary gear mechanism comprises a first planetary gear train arranged on the input shaft (5), and a secondary transmission mechanism is arranged between the input shaft (5) and the output shaft (6);

the power switching mechanism comprises a first synchronizer (411) arranged between the first transmission mechanism and the second transmission mechanism, and a second synchronizer (413) arranged between the first planetary gear train and the auxiliary transmission mechanism;

the first synchronizer (411) is used for selecting the first transmission mechanism or the second transmission mechanism to realize power transmission between the input shaft (5) and the output shaft (6), and the second synchronizer (413) is used for selecting the first planetary gear train and the auxiliary transmission mechanism to realize power transmission between the input shaft (5) and the output shaft (6).

4. A variable speed drive mechanism according to claim 3, wherein:

the first transmission mechanism comprises a first driving gear (501) fixedly arranged on the input shaft (5) and a first driven gear (601) sleeved on the output shaft (6), the second transmission mechanism comprises a second driving gear (502) fixedly arranged on the input shaft (5) and a second driven gear (602) sleeved on the output shaft (6), and the first synchronizer (411) is arranged on the output shaft (6) between the first driven gear (601) and the second driven gear (602).

5. A variable speed drive mechanism according to claim 3, wherein:

the auxiliary transmission mechanism comprises a third driving gear (531) sleeved on the input shaft (5), a third driven gear (533) fixedly arranged on the output shaft (6), and an intermediate gear (532) arranged between the third driving gear (531) and the third driven gear (533);

the second synchronizer (413) is arranged between the first planetary gear train and the third driving gear (531), and a third synchronizer (412) is arranged between the first transmission mechanism and the third driving gear (531).

6. The variable speed drive mechanism according to claim 5, wherein:

a first sun gear (711) of the first planetary gear train is provided on the input shaft (5);

the second synchronizer (413) adopts a bidirectional single-side synchronizer, and the bidirectional single-side synchronizer selectively connects a first planet carrier (713) or a first gear ring (714) of the first planetary gear train with the third driving gear (531).

7. The variable speed drive mechanism according to any one of claims 1 to 6, wherein:

the output shaft (6) comprises a first half shaft (60) and a second half shaft (61) which are coaxially arranged, wherein the first half shaft (60) receives power transmission from the input shaft (5) and/or the generator (2), and the second half shaft (61) is used for power output of the variable speed driving mechanism;

the planetary gear mechanism includes a second planetary gear train disposed between the first half shaft (60) and the second half shaft (61), the power switching mechanism includes a fourth synchronizer (414) disposed between the first half shaft (60), the second half shaft (61) and the second planetary gear train, the fourth synchronizer (414) being capable of selectively connecting the first half shaft (60) and the second half shaft (61) directly or through the second planetary gear train.

8. The variable speed drive mechanism according to claim 7, wherein:

a first gear (621) is fixedly arranged on the first half shaft (60), and an input gear (610) is fixedly arranged on the second half shaft (61);

the second sun gear (721) of the second planetary gear train is arranged on the first half shaft (60), the second planet carrier (723) or the second gear ring (724) of the second planetary gear train is provided with a second gear (622), and the fourth synchronizer (414) selectively connects the first gear (621) or the second gear (622) with the input gear (610).

9. A hybrid assembly for driving wheels (9) of a front axle and a rear axle of a hybrid vehicle, characterized in that:

the hybrid assembly comprises a variable speed drive as claimed in any one of claims 1 to 8 and a secondary power system, which interchangeably drive the wheels (9) of the front axle and the rear axle, respectively.

10. The mixing assembly of claim 9, wherein:

the auxiliary power system comprises a driving motor (8), and the driving motor (8) is connected with an auxiliary differential mechanism (85) on a driving shaft (90) of the wheel (9) directly or through a speed change mechanism; or,

the auxiliary power system is provided with two driving motors (8), the two driving motors (8) are respectively corresponding to driving shafts (90) of wheels (9) on the left side and the right side, and the two driving motors (8) are respectively arranged on the driving shafts (90) on the corresponding sides directly or through transmission of a speed change mechanism.