CN108638846B - Power transmission device and vehicle - Google Patents
Power transmission device and vehicle Download PDFInfo
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- CN108638846B CN108638846B CN201810716068.8A CN201810716068A CN108638846B CN 108638846 B CN108638846 B CN 108638846B CN 201810716068 A CN201810716068 A CN 201810716068A CN 108638846 B CN108638846 B CN 108638846B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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Abstract
The invention discloses a power transmission device and a vehicle, which comprise a transmission assembly, wherein the transmission assembly comprises a longitudinal front shaft, a longitudinal rear shaft, an electric control clutch C0 and a claw clutch K1 which are coaxially arranged with a motor shaft; the electric control clutch C0 is used for controlling the on-off of the transmission between the motor shaft and the longitudinal rear shaft; or used for controlling the transmission between the motor shaft and the longitudinal front shaft; and the claw clutch K1 is used for controlling the motor shaft to be switched among three states of establishing transmission connection with the longitudinal front shaft, establishing transmission connection with the longitudinal rear shaft and idling. According to the power transmission device and the vehicle, the timely switching of front driving, rear driving and four-wheel driving can be realized, and then a driver can select according to road condition requirements, so that the power transmission device of the pure electric vehicle has safety and economical efficiency.
Description
Technical Field
The invention relates to the technical field of vehicle transmission, in particular to a power transmission device and a vehicle.
Background
Pure electric drive automobile is a novel vehicle, and pure electric drive means that the drive power of vehicle comes from the motor, and the drive mode of pure electric power has significantly reduced the emission of vehicle tail gas in traditional energy drive mode, has become the mainstream of present domestic vehicle research direction at present.
The existing pure electric drive vehicle mainly adopts front drive as a main part, and adopts rear drive partially, so that four-wheel drive is rarely adopted, and the rear drive vehicle greatly increases the driving pleasure of the vehicle. For the snow working condition, the front-wheel drive vehicle is difficult to meet the requirements of driving stability and driving safety, and the four-wheel drive vehicle can increase the driving stability and safety; however, under a flat working condition, the four-wheel drive vehicle can cause unnecessary energy waste, so that the endurance mileage is shortened. Therefore, the current pure electric vehicles generally have the problem that safety and economy cannot be considered at the same time.
In summary, how to solve the problem that the safety and the economy of the power transmission device of the pure electric vehicle cannot be compatible becomes a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
The invention aims to provide a power transmission device, so that the power transmission device of a pure electric vehicle has safety and economy.
In order to achieve the above object, the present invention provides a power transmission device comprising a transmission assembly including a longitudinal front shaft, a longitudinal rear shaft, an electrically controlled clutch C0 and a dog clutch K1, all arranged coaxially with a motor shaft;
the electric control clutch C0 is used for controlling the on-off of the transmission between the motor shaft and the longitudinal rear shaft; or the driving device is used for controlling the separation and the combination of the transmission between the motor shaft and the longitudinal front shaft;
and the claw clutch K1 is used for controlling the switching among three states of establishing transmission connection between the motor shaft and the longitudinal front shaft, establishing transmission connection with the longitudinal rear shaft and idling.
Preferably, the transmission assembly further comprises a planetary gear train arranged coaxially with the motor shaft, a sun gear of the planetary gear train is fixed on the motor shaft, a planet gear of the planetary gear train is connected with a planet carrier, and the planet carrier is used for being connected with the electronic control clutch C0.
Preferably, a first gear is arranged on the longitudinal front shaft, and a second gear is arranged on the longitudinal rear shaft;
the claw clutch K1 can slide along the axial direction of the motor shaft, a first clutch tooth and a second clutch tooth are arranged on the claw clutch K1, and the first clutch tooth is constantly meshed with a fixed gear arranged on the motor shaft;
when the dog clutch K1 is slipped to a first preset position, the second clutch teeth are only engaged with the first gear; when the dog clutch K1 is slipped to a second preset position, the second clutch teeth are only engaged with the second gear; when the dog clutch K1 slides to a third preset position between the first and second preset positions, the second clutch teeth each remain disengaged from the first and second gears.
Preferably, the longitudinal forward shaft transmits power to a forward output half shaft through a first bevel gear train.
Preferably, a front differential is provided on the front output half shaft.
Preferably, the longitudinal rear axle transmits power to the rear output half shaft through a second bevel gear train.
Preferably, an output bevel gear is further fixedly arranged on the rear output bevel gear of the second bevel gear train, and the output bevel gear is used for transmitting the power of the output bevel gear to the rear output half shaft.
Preferably, a reduction gear is arranged on the rear output half shaft, and the reduction gear is meshed with the output helical gear.
Preferably, a rear differential is also provided on the rear output half shaft.
Compared with the introduction content of the background technology, the power transmission device comprises a transmission assembly, wherein the transmission assembly comprises a longitudinal front shaft, a longitudinal rear shaft, an electric control clutch C0 and a claw clutch K1 which are all coaxially arranged with a motor shaft; the electric control clutch C0 is used for controlling the on-off of the transmission between the motor shaft and the longitudinal rear shaft; or used for controlling the transmission between the motor shaft and the longitudinal front shaft; and the claw clutch K1 is used for controlling the motor shaft to be switched among three states of establishing transmission connection with the longitudinal front shaft, establishing transmission connection with the longitudinal rear shaft and idling. In the process of switching the front drive, the rear drive and the four-wheel drive of the power transmission device, taking the electric control clutch C0 as an example for controlling the transmission of the motor shaft and the longitudinal front shaft to be separated from and combined with each other (namely, the motor shaft is sleeved on the outer side of the longitudinal rear shaft), the motor outputs power to the motor shaft (the motor shaft is a hollow shaft to realize the coaxial arrangement with the longitudinal front shaft, the longitudinal rear shaft and the claw clutch K1), the motor shaft outputs power to the claw clutch K1, when the claw clutch K1 keeps the state that the motor shaft is in transmission connection with the longitudinal rear shaft, the power can be transmitted to the longitudinal rear shaft, the driving of a rear wheel is further realized, if the electric control clutch C0 is combined at the moment, the transmission connection between the motor shaft and the longitudinal front shaft is established to transmit the power of the motor shaft to the longitudinal front shaft, and the four-wheel drive mode; when the electric control clutch C0 is disconnected and the claw clutch K1 still keeps the state that the transmission connection between the motor shaft and the longitudinal rear shaft is established, the power of the motor shaft is only transmitted to the longitudinal rear shaft, and at the moment, the rear drive mode can be realized; when the electric control clutch C0 is combined and the claw clutch K1 keeps the motor shaft in an idle running state, the power of the motor shaft is transmitted to the longitudinal front shaft only through the electric control clutch C0, and at the moment, the forward driving mode can be realized, or when the electric control clutch C0 is disconnected and the claw clutch K1 only keeps the motor shaft and the longitudinal front shaft to be in transmission connection, the power of the motor shaft can be transmitted to the longitudinal front shaft, and at the moment, the forward driving mode can also be realized. Similarly, when the electrically controlled clutch C0 is located between the motor shaft and the longitudinal rear shaft, that is, when the electrically controlled clutch C0 is used to control the transmission between and on between the motor shaft and the longitudinal rear shaft (that is, the motor shaft is sleeved on the outer side of the longitudinal front shaft), the arrangement mode at this time is just that the longitudinal front shaft and the longitudinal rear shaft are reversed when the electrically controlled clutch C0 is located between the motor shaft and the longitudinal front shaft, and the front-drive mode, the rear-drive mode and the four-drive mode can be realized as well, which is not described herein again. Due to the power transmission device, the timely switching of front drive, rear drive and four-wheel drive can be realized, and then a driver can select according to road condition requirements, so that the power transmission device of the pure electric vehicle has safety and economy.
In addition, the invention also provides a vehicle which comprises a power transmission device, wherein the power transmission device is the power transmission device described in any scheme. Since the power transmission device has the technical effects, a vehicle with the power transmission device also has corresponding technical effects, and the detailed description is omitted.
Drawings
Fig. 1 is a schematic structural view of a power transmission device according to an embodiment of the present invention;
fig. 2 is an enlarged schematic structural view of a transmission assembly of the power transmission device according to the embodiment of the present invention.
In the above figures 1 and 2 of the drawings,
1-motor, 2-motor shaft, 3-transmission assembly, 4-gear ring, 5-planetary gear, 6-sun gear, 7-planet carrier, 8-longitudinal front shaft, 9-front output bevel gear, 10-front differential, 11-front output half shaft, 12-front wheel, 13-longitudinal rear shaft, 14-rear output bevel gear, 15-output bevel gear, 16-reduction gear, 17-rear differential, 18-rear output half shaft, 19-rear wheel, 20-electric control clutch, 21-claw clutch, first preset position t2, second preset position t1 and third preset position t 0.
Detailed Description
The core of the invention is to provide a power transmission device, so that the power transmission device of the pure electric vehicle has safety and economy.
In order to make those skilled in the art better understand the technical solutions provided by the present invention, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1 and 2, the power transmission device according to the embodiment of the present invention includes a transmission assembly 3, where the transmission assembly 3 includes a longitudinal front shaft 8, a longitudinal rear shaft 13, an electrically controlled clutch C020, and a dog clutch K121, all of which are coaxially arranged with a motor shaft 2; the electric control clutch C020 is used for controlling the transmission between the motor shaft 2 and the longitudinal rear shaft 13 to be separated and combined; or used for controlling the transmission between the motor shaft 2 and the longitudinal front shaft 8; and the claw clutch K121 is used for controlling the motor shaft 2 to be switched among three states of establishing transmission connection with the longitudinal front shaft 8, establishing transmission connection with the longitudinal rear shaft 13 and idling.
In the process of switching the front drive, the rear drive and the four-wheel drive of the power transmission device, taking the electric control clutch C0 as an example for controlling the transmission of the motor shaft and the longitudinal front shaft to be separated from and combined with each other (namely, the motor shaft is sleeved on the outer side of the longitudinal rear shaft), the motor outputs power to the motor shaft (the motor shaft is a hollow shaft to realize the coaxial arrangement with the longitudinal front shaft, the longitudinal rear shaft and the claw clutch K1), the motor shaft outputs power to the claw clutch K1, when the claw clutch K1 keeps the state that the motor shaft is in transmission connection with the longitudinal rear shaft, the power can be transmitted to the longitudinal rear shaft, the driving of a rear wheel is further realized, if the electric control clutch C0 is combined at the moment, the transmission connection between the motor shaft and the longitudinal front shaft is established to transmit the power of the motor shaft to the longitudinal front shaft, and the four-wheel drive mode; when the electric control clutch C0 is disconnected and the claw clutch K1 still keeps the state that the transmission connection between the motor shaft and the longitudinal rear shaft is established, the power of the motor shaft is only transmitted to the longitudinal rear shaft, and at the moment, the rear drive mode can be realized; when the electric control clutch C0 is combined and the claw clutch K1 keeps the motor shaft in an idle running state, the power of the motor shaft is transmitted to the longitudinal front shaft only through the electric control clutch C0, and at the moment, the forward driving mode can be realized, or when the electric control clutch C0 is disconnected and the claw clutch K1 only keeps the motor shaft and the longitudinal front shaft to be in transmission connection, the power of the motor shaft can be transmitted to the longitudinal front shaft, and at the moment, the forward driving mode can also be realized. Similarly, when the electrically controlled clutch C0 is located between the motor shaft and the longitudinal rear shaft, that is, when the electrically controlled clutch C0 is used to control the transmission between and on between the motor shaft and the longitudinal rear shaft (that is, the motor shaft is sleeved on the outer side of the longitudinal front shaft), the arrangement mode at this time is just that the longitudinal front shaft and the longitudinal rear shaft are reversed when the electrically controlled clutch C0 is located between the motor shaft and the longitudinal front shaft, and the front-drive mode, the rear-drive mode and the four-drive mode can be realized as well, which is not described herein again. Due to the power transmission device, the timely switching of front drive, rear drive and four-wheel drive can be realized, and then a driver can select according to road condition requirements, so that the power transmission device of the pure electric vehicle has safety and economy.
It should be noted that those skilled in the art will understand that the longitudinal front axle 8 is used to transmit power to the front wheels 12 and the longitudinal rear axle 13 is used to transmit power to the rear wheels 19.
In some specific embodiments, the transmission assembly further comprises a planetary gear train arranged coaxially with the motor shaft 2, a sun gear 6 of the planetary gear train is fixed on the motor shaft 2, a planet gear 5 of the planetary gear train is connected with a planet carrier 7, and the planet carrier 7 is used for being connected with the electronically controlled clutch C020. When the electronic control clutch C020 is arranged between the planet carrier 7 and the longitudinal front shaft 8, the planet carrier 7 is used for transmitting power to the longitudinal front shaft 8; when the electronically controlled clutch C020 is disposed between the carrier 7 and the longitudinal rear shaft 13, the carrier 7 is used to transmit power to the longitudinal rear shaft 13. It is understood that the above-mentioned manner of using the planetary gear system to establish the transmission connection between the motor shaft and the electronically controlled clutch C020 is only a preferred example of the embodiment of the present invention, and other transmission mechanisms commonly used by those skilled in the art can be used in practical applications.
In some more specific embodiments, the longitudinal front shaft 8 is provided with a first gear, and the longitudinal rear shaft 13 is provided with a second gear; the claw clutch K121 can slide along the axis direction of the motor shaft 2, a first clutch tooth and a second clutch tooth are arranged on the claw clutch K121, and the first clutch tooth is constantly meshed with a fixed gear arranged on the motor shaft 2; when the dog clutch K121 slips to the first preset position t2, the second clutch teeth are only engaged with the first gear; when the dog clutch K121 slips to the second preset position t1, the second clutch teeth are only engaged with the second gear; when the dog clutch K121 slides to the third preset position t0 between the first preset position t2 and the second preset position t1, the second clutch teeth are kept disengaged from the first gear and the second gear. In the actual working process, the structure of the dog clutch K1 is described by taking the example that the electric control clutch C0 is arranged between the motor shaft 2 and the longitudinal front shaft 8, power is output to the dog clutch K1 through the motor shaft, when the dog clutch K1 is located at the second preset position, the second clutch tooth is meshed with the second gear, so that the power is transmitted to the longitudinal rear shaft, and then the rear wheel is driven, and because the electric control clutch C0 is arranged between the motor shaft 2 and the longitudinal front shaft 8, when the electric control clutch C0 is combined, the power of the motor shaft can be simultaneously transmitted to the longitudinal front shaft, so that the four-wheel drive mode is realized; when the electrically controlled clutch C0 is disconnected and the claw clutch K1 is still located at the second preset position, the second clutch tooth is meshed with the second gear, so that power is transmitted to the longitudinal rear shaft, and at the moment, a rear drive mode can be realized; when the electric control clutch C0 is combined and the claw clutch K1 is located at the third preset position, the motor shaft only transmits power to the longitudinal front shaft, and the forward driving mode can be realized, or when the electric control clutch C0 is disconnected and the claw clutch K1 is located at the first preset position, the motor shaft only is meshed with the first gear through the second clutch teeth, so that the power is transmitted to the longitudinal front shaft, and the forward driving mode can be realized. Similarly, when the electrically controlled clutch C0 is disposed between the motor shaft 2 and the longitudinal rear shaft 13, and disposed between the motor shaft 2 and the longitudinal front shaft 8 relative to the electrically controlled clutch C0, the above-mentioned reversing of the longitudinal front shaft and the longitudinal rear shaft can be implemented, and the front-drive, rear-drive and four-drive modes can be implemented as well, which is not described herein again. It is understood that the above is only a preferred example of the specific structure of the dog clutch K1 in the embodiment of the present invention, and in practical application, other corresponding structural forms may be selected according to practical requirements, as long as the control motor shaft 2 can be switched between three states of establishing transmission connection with the longitudinal front shaft 8, establishing transmission connection with the longitudinal rear shaft 13, and being idle.
It should be noted here that the planetary gear train, in addition to generally comprising a planetary wheel 5, a sun wheel 6 and a planet carrier 7, generally comprises a ring gear 4, as will be understood by those skilled in the art, the planetary wheel 5 being in mesh with the sun wheel 6 and the ring gear 4, respectively, wherein the ring gear 4 is held stationary and the planetary wheel 5 transmits power to a longitudinal front shaft 8 or to a longitudinal rear shaft 13 via the planet carrier 7.
In some specific embodiments, the dog clutch K121 is preferably an electrically controlled clutch, and the dog clutch K1 is more conveniently arranged by being designed as an electrically controlled clutch.
In addition, in order to realize the power conversion between the longitudinal shaft and the output half shaft, the longitudinal front shaft 8 transmits power to the front output half shaft 11 through a first bevel gear system; the longitudinal rear axle 13 transmits power to the rear output half shaft through a second bevel gear train. Furthermore, in order to achieve that the two wheels on the front output half shaft 11 can achieve different rotational speeds, a front differential 10 is provided on the corresponding front output half shaft 11; in order to achieve that the two wheels on the rear output half shaft 18 can achieve different rotational speeds, a rear differential 17 is arranged on the corresponding rear output half shaft 18.
In a further embodiment, in order to reduce noise and transmission stability, an output bevel gear 15 is fixedly arranged on the rear output bevel gear 14 of the second bevel gear train, and the output bevel gear 15 is used for transmitting the power of the rear output bevel gear to a rear output half shaft 18. Generally, the front output bevel gear 9 of the first bevel gear train is integrated directly on the front differential 10.
Note that, in general, a reduction gear 16 is provided corresponding to the rear output half shaft 18, and the reduction gear 16 meshes with the output helical gear 15. By arranging the reduction gear 16, the consistency of the driving speed and direction of the front wheel and the rear wheel is easier to realize in four-wheel driving.
In addition, the invention also provides a vehicle which comprises a power transmission device, wherein the power transmission device is the power transmission device described in any scheme. Since the power transmission device has the technical effects, a vehicle with the power transmission device also has corresponding technical effects, and the detailed description is omitted.
In order to better understand the technical solution provided by the present invention, the following is specifically described with reference to a solution in which a motor shaft is sleeved outside a longitudinal rear shaft, that is, a planet carrier is used for transmitting power to the longitudinal front shaft as an example:
first, the dog clutch K121 is connected to three adjustable positions, namely, a first preset position t2, a second preset position t1 and a third preset position t0, and for convenience of description, the electric control clutch C0, the dog clutch K1 and the three preset positions are respectively replaced by corresponding codes.
When K1 is in position t1, the sun gear 6 is connected to the longitudinal rear axle 13, which is simultaneously engaged with the rear output bevel gear 14, the rear output bevel gear 14 is coaxially connected to the output bevel gear 15, the output bevel gear 15 is engaged with the reduction gear 16, the reduction gear 16 is integrated with the rear differential 17, the rear differential 17 is connected to the rear output half-shaft 18, and the rear output half-shaft 18 is connected to the rear wheel 19. When K1 is in position t2, sun gear 6 is connected to longitudinally forward shaft 8, longitudinally forward shaft 8 meshes with front output bevel gear 9, front output bevel gear 9 is integral with front differential 10, front differential 10 is connected to front output half shaft 11, and front output half shaft 11 is connected to front wheels 12. When K1 is at position t0, sun gear 6 is not connected to both the front and rear longitudinal axes.
In order to ensure the consistency of the drive of the power transmission, especially in four-wheel drive, and the consistency of the power output of the front and rear wheels, it will be appreciated by those skilled in the art that the speed ratios should satisfy the following relationships:
firstly, the speed ratio of the planetary gear train is set as a, and a is equal to the number of teeth of the ring gear/the number of teeth of the sun gear, so when C0 is combined, power is output through the planet carrier 7, and the output speed ratio is set as i1Setting the output speed ratio of the first bevel gear train as i ═ a +12Second bevel gear train output speed ratio of i3The output speed ratio of the output bevel gear is i4。
When C0 is combined and K1 is at position t1, the front axle and the rear axle are coupled, the four-wheel drive mode is realized, and the output total speed ratio satisfies iGeneral 1＝i1×i2＝i3×i4To ensure that the front and rear wheel speeds are consistent, the four-wheel drive mode is adopted;
when C0 is disconnected and K1 is at position t0, there is no power output, and neutral mode is performed;
when C0 is OFF and K1 is at t1, the total speed ratio i is outputGeneral 2＝i3×i4Driving is in a rear wheel drive mode;
when C0 is engaged, K1 is at position t0, which is a front wheel drive mode, and the overall output speed ratio iTotal 3＝i1×i2；
When C0 is OFF and K1 is at t2, which is another front wheel drive mode, the overall speed ratio is iTotal 4＝i2(ii) a Can know that iGeneral 1＝iGeneral 2＝iTotal 3＞iTotal 4。
Four-wheel drive mode: when the vehicle starts, backs a car and the road surface is low-adhesion in the normal mode, the motor 1 (generally, a coaxial motor) is in a driving mode, the electric control clutch C020 is combined, the electric control type claw clutch K1 is in a position t1, part of power of the motor 1 is output to the front wheel 12 through the planet carrier 7, and meanwhile, part of power transmits the power of the motor shaft to the longitudinal rear shaft through the K1, so that the rear wheel 19 is also driven. At the moment, the matched speed ratio relation i is passedGeneral 1＝i1×i2＝i3×i4In order to ensure the maximum speed ratio and the consistent front and rear rotating speeds, the output bevel gear 15 is additionally arranged on the rear output half shaft 18 to be meshed with the reduction gear 16, so that the consistent front and rear rotating speed directions are ensured.
Rear wheel drive mode: when the road surface is highly adhered in the movement mode, the motor 1 is in the driving mode, the electrically controlled clutch C020 is disconnected, the electrically controlled dog clutch K121 is at the position t1, the planet carrier 7 does not output power to the longitudinal front shaft 8 at the moment, and the fixed gear on the motor shaft is connected with the longitudinal rear shaft 13 through the electrically controlled dog clutch K121 at the moment and finally output to the rear wheel 19.
First front wheel drive mode: in a normal mode, when a vehicle runs at a medium speed on a high adhesion surface, the motor 1 is in a driving mode, the electronic control clutch C020 is combined, the electronic control type claw clutch K121 is at a position t0, the planet carrier 7 outputs power to the longitudinal front shaft 8 at the moment, the fixed gear on the motor shaft idles with the electronic control type claw clutch K121 at the moment, and the power is finally output to the front wheel 12; second front wheel drive mode: in the normal mode, when the vehicle is cruising at high speed, the motor 1 is in the driving mode, the electrically controlled clutch C020 is disconnected, the electrically controlled dog clutch K121 is at the position of t2, the planet carrier 7 does not have power to the longitudinal front shaft 8 at this time, and the fixed gear on the motor shaft is connected with the longitudinal front shaft 8 through the electrically controlled dog clutch K121 at this time and is finally output to the front wheel 12.
Neutral mode: when the vehicle is in a parking state, the neutral mode is realized by disconnecting the C0 and enabling the K1 to be at the position t0, and the motor shaft and the front and rear vertical shafts do not have power output.
First brake recovery mode: when the vehicle runs in the motion mode, an accelerator pedal is disconnected or a brake pedal is stepped on, the electric control clutch C020 is disconnected, the electric control type claw clutch K121 is at the position t1, power is transmitted to the rear output half shaft 18 through the rear wheel 19 at the moment, the rear output half shaft 18 is transmitted to the rear differential 17, the motor 1 is driven to generate power through the longitudinal rear shaft, and the recovery speed ratio meets the requirement of iGeneral assembly＝1/(i3×i4) The rotating speed of the motor is ensured to be in a high-speed and high-efficiency power generation interval; second brake recovery mode: when the vehicle is running in normal mode with the accelerator pedal disengaged or the brake pedal depressed, the electronically controlled clutch C020 is engaged and the electronically controlled dog clutch K121 is in position t0, at which time power is transmitted through the front wheels 12 to the front output half-shafts 11, the front output half-shafts 11 to the front differential 10, and through the longitudinal forward directionThe shaft 8 drives the planet carrier 7 to rotate, finally drives the sun gear 6 to drive the coaxial motor 1 to generate electricity, and the speed ratio at the moment satisfies iGeneral assembly＝1/(i1×i2) And the rotating speed of the motor is ensured to be in a high-speed and high-efficiency power generation interval.
The power transmission device and the vehicle thereof provided by the present invention are described in detail above. It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that an article or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such article or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in an article or device that comprises the element.
The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (9)
1. A power transmission device comprising a transmission assembly (3), characterized in that the transmission assembly (3) comprises a longitudinal front shaft (8), a longitudinal rear shaft (13), an electrically controlled clutch C0(20) and a dog clutch K1(21), all arranged coaxially with a motor shaft (2);
the electric control clutch C0(20) is used for controlling the on-off of the transmission between the motor shaft (2) and the longitudinal rear shaft (13); or used for controlling the transmission between the motor shaft (2) and the longitudinal front shaft (8) to be separated and combined;
the claw clutch K1(21) is used for controlling the motor shaft (2) to be switched among three states of establishing transmission connection with the longitudinal front shaft (8), establishing transmission connection with the longitudinal rear shaft (13) and idling;
a first gear is arranged on the longitudinal front shaft (8), and a second gear is arranged on the longitudinal rear shaft (13);
the claw clutch K1(21) can slide along the axial direction of the motor shaft (2), and a first clutch tooth and a second clutch tooth are arranged on the claw clutch K1(21), and the first clutch tooth is constantly meshed with a fixed gear arranged on the motor shaft (2);
when the dog clutch K1(21) is slipped to a first preset position (t2), the second clutch teeth are only engaged with the first gear; when the dog clutch K1(21) is slipped to a second preset position (t1), the second clutch teeth are only engaged with the second gear; when the dog clutch K1(21) slides to a third preset position (t0) between the first preset position (t2) and the second preset position (t1), the second clutch teeth are kept disengaged from the first gear and the second gear.
2. The power transmission device according to claim 1, characterized in that the transmission assembly further comprises a planetary gear train arranged coaxially with the motor shaft (2), the sun gear (6) of the planetary gear train being fixed on the motor shaft (2), the planet gears (5) of the planetary gear train being connected with a planet carrier (7), the planet carrier (7) being used for connection with the electronically controlled clutch C0 (20).
3. A power transmission as claimed in claim 1, characterised in that the longitudinal front axle (8) transmits power to the front output half-shaft (11) through a first bevel gear train.
4. A power transmission device according to claim 3, characterised in that the front output half shaft (11) is provided with a front differential (10).
5. A power transmission as claimed in claim 1, characterised in that the longitudinal rear axle (13) transmits power to the rear output half-shaft (18) through a second bevel gear train.
6. The power transmission device as claimed in claim 5, characterized in that an output bevel gear (15) is fixedly arranged on the rear output bevel gear (14) of the second bevel gear train, and the output bevel gear (15) is used for transmitting the power of the rear output bevel gear to the rear output half shaft (18).
7. A power transmission unit according to claim 6, characterised in that a reduction gear (16) is provided on the rear output half shaft (18), said reduction gear (16) engaging with said output bevel gear (15).
8. A power transmission device according to any one of claims 5-7, characterised in that the rear output half shaft (18) is also provided with a rear differential (17).
9. A vehicle comprising a power transmission device, characterized in that the power transmission device is a power transmission device according to any one of claims 1-8 above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810716068.8A CN108638846B (en) | 2018-06-29 | 2018-06-29 | Power transmission device and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810716068.8A CN108638846B (en) | 2018-06-29 | 2018-06-29 | Power transmission device and vehicle |
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| Publication Number | Publication Date |
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| CN108638846A CN108638846A (en) | 2018-10-12 |
| CN108638846B true CN108638846B (en) | 2020-11-27 |
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| CN201810716068.8A Active CN108638846B (en) | 2018-06-29 | 2018-06-29 | Power transmission device and vehicle |
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| CN114212091B (en) * | 2021-12-30 | 2023-05-23 | 重庆长安新能源汽车科技有限公司 | Control method for power transmission device of electric automobile, vehicle and computer readable storage medium |
Citations (3)
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| GB1583655A (en) * | 1976-10-25 | 1981-01-28 | Nissan Motor | Transfer case for automotive vehicles |
| EP0112421A1 (en) * | 1982-12-23 | 1984-07-04 | Deere & Company | Four-wheel drive vehicle |
| CN101233008A (en) * | 2005-04-13 | 2008-07-30 | 里卡多公司 | Multiple speed power transfer unit |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7101301B2 (en) * | 2003-03-13 | 2006-09-05 | General Motors Corporation | Two-speed transfer case with center differential |
| US6926634B2 (en) * | 2003-04-02 | 2005-08-09 | General Motors Corporation | All-wheel drive transfer case with different front and rear axle ratios |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1583655A (en) * | 1976-10-25 | 1981-01-28 | Nissan Motor | Transfer case for automotive vehicles |
| EP0112421A1 (en) * | 1982-12-23 | 1984-07-04 | Deere & Company | Four-wheel drive vehicle |
| CN101233008A (en) * | 2005-04-13 | 2008-07-30 | 里卡多公司 | Multiple speed power transfer unit |
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