CN110667367B - Vehicle and power transmission system thereof - Google Patents
Vehicle and power transmission system thereof Download PDFInfo
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- CN110667367B CN110667367B CN201810719199.1A CN201810719199A CN110667367B CN 110667367 B CN110667367 B CN 110667367B CN 201810719199 A CN201810719199 A CN 201810719199A CN 110667367 B CN110667367 B CN 110667367B
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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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a vehicle and a power transmission system thereof, wherein the power transmission system comprises a driving motor and a differential mechanism, and two output ends of the differential mechanism are respectively connected with a short half shaft and a long half shaft; the gear shifting device also comprises a first planetary gear train, a second planetary gear train, a third planetary gear train and a gear shifting device; the output shaft of the driving motor and the axes of the first planetary gear train, the second planetary gear train, the third planetary gear train and the differential mechanism are positioned on the same straight line; the shifting device has at least two operating positions and is configured to: the gear shifting device is in a first working position, the output shaft transmits power to the differential mechanism through the first planetary gear train and the third planetary gear train, and the power transmission system is in a low gear; the gear shifting device is in a second working position, the output shaft transmits power to the differential mechanism through the second planetary gear train and the third planetary gear train, and the power transmission system is in a high gear. The power transmission system has the advantages of high integration level, light weight, stable transmission and good dynamic property.
Description
Technical Field
The invention relates to the technical field of vehicle power transmission, in particular to a vehicle and a power transmission system thereof.
Background
In order to solve the dual pressure of energy and environmental protection in the development of automobiles, electric automobiles have become the focus and hot spot of the development and research of the automobile industry. The electric drive power transmission system is the key of different types of electric automobiles such as pure electric automobiles, plug-in hybrid electric automobiles, non-plug-in hybrid electric automobiles, extended range electric automobiles and various fuel cell automobiles, but the design and the arrangement of the unified and universal electric drive power transmission system are lacked at present, so that the research and development of the electric drive power transmission system of various electric automobiles are in a splitting state, and the research and development cost is high, the system structure is complex, the volume is large, the weight is large, the integration level is low, and the cost is high.
At present, a speed reducer with a fixed speed ratio is mostly adopted in a power transmission system of a pure electric vehicle, and in order to meet the driving requirement, the speed ratio of the speed reducer is low, so that the torque is small when the vehicle climbs a slope and runs at a low speed, the power performance is low, and the level of a fuel vehicle is difficult to reach.
In addition, although some pure electric vehicles adopt a variable speed transmission system, the problems of low dynamic performance and poor smoothness generally exist, and the problems of high cost, large mass of the whole vehicle, low energy utilization efficiency and the like also exist.
In view of this, how to provide a power transmission system for a vehicle, which has high integration, light weight, smooth transmission and good dynamic performance, is a technical problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The invention aims to provide a vehicle and a power transmission system thereof, wherein the power transmission system has the advantages of high integration level, light weight, stable transmission and good dynamic property.
In order to solve the technical problem, the invention provides a power transmission system which comprises a driving motor and a differential mechanism, wherein two output ends of the differential mechanism are respectively connected with a short half shaft and a long half shaft; the gear shifting device also comprises a first planetary gear train, a second planetary gear train, a third planetary gear train and a gear shifting device; the output shaft of the driving motor and the axes of the first planetary gear train, the second planetary gear train, the third planetary gear train and the differential are positioned on the same straight line;
the shifting device has at least two operating positions and is configured to:
the gear shifting device is in a first working position, the output shaft transmits power to the differential mechanism through the first planetary gear train and the third planetary gear train, and the power transmission system is in a low gear;
the gear shifting device is in a second working position, the output shaft transmits power to the differential mechanism through the second planetary gear train and the third planetary gear train, and the power transmission system is in a high gear.
The power transmission system provided by the invention has the advantages that the axes of the output shaft of the driving motor, the first planetary gear train, the second planetary gear train, the third planetary gear train and the differential mechanism are arranged on the same straight line, and the output shaft of the driving motor transmits power to the differential mechanism through the first planetary gear train and the third planetary gear train or transmits power to the differential mechanism through the second planetary gear train and the third planetary gear train by switching of the gear shifting device, so that the control of the gear ratio is realized; the structure is compact in arrangement, and is beneficial to integration and light weight of the whole vehicle, and meanwhile, the driving motor, each gear train and the differential mechanism are coaxially arranged, so that the axial length of a power transmission system can be effectively shortened, compared with the multi-row gear train series arrangement in the prior art, the problem of overlarge speed ratio difference can be avoided, and the problems of long power interruption time, large power impact, unsmooth gear shifting and the like caused by the problem can be avoided; in addition, under the condition of equivalent overall size, the transmission ratio of each gear train of the power transmission system can be changed in a larger range, the high-gear and low-gear speed ratio configuration is more flexible, and the power performance and the economical efficiency of the whole vehicle can be better optimized.
The power transmission system as described above, wherein the first planetary gear train includes a first sun gear and a first planetary gear, the first sun gear being meshed with the first planetary gear; the second planetary gear train comprises a second sun gear and a second planetary gear, and the second sun gear is meshed with the second planetary gear; the third planetary gear train comprises an inner gear ring, a third planet wheel and a planet carrier, the inner gear ring is meshed with the third planet wheel, and the inner gear ring is fixed;
the planet carrier is connected with the shell of the differential mechanism;
the first planet gear is in transmission connection with the third planet gear;
the second planet wheel is in transmission connection with the third planet wheel.
According to the power transmission system, the first planet wheel, the second planet wheel and the third planet wheel are integrated, and the planet carrier is shared by the first planet wheel, the second planet wheel and the third planet wheel.
The power transmission system as described above, the first planetary gear train further comprising a first transmission member, the second planetary gear train further comprising a second transmission member; the gear shifting device comprises an operating component, a combination sleeve and a gear shifting transmission component connected with the output shaft;
the operating component can drive the combination sleeve to move so as to switch the working position of the gear shifting device, when the combination sleeve is in the position of connecting the first transmission component and the gear shifting transmission component, the gear shifting device is in the first working position, and when the combination sleeve is in the position of connecting the second transmission component and the gear shifting transmission component, the gear shifting device is in the second working position.
In the above power transmission system, the first transmission member is fixedly sleeved on the axle of the first sun gear, and the second transmission member is fixedly sleeved on the axle of the second sun gear.
According to the power transmission system, the output shaft, the axle of the first sun gear and the axle of the second sun gear are hollow shafts; the output shaft is sleeved outside the long half shaft, the wheel shaft of the first sun gear is sleeved outside the output shaft, and the wheel shaft of the second sun gear is sleeved outside the long half shaft.
The power transmission system as described above, the shifting device further having a third operating position; the gear shifting device is located at a third working position, the gear shifting transmission component is not connected with the first transmission component and the second transmission component, and the power transmission system is located at a neutral gear.
The power transmission system further comprises a control module, which is used for controlling the gear shifting device and the driving motor according to the gear shifting signal.
The invention also provides a vehicle which comprises a front shaft, a rear shaft and a first power transmission system, wherein the first power transmission system is the power transmission system of any one of the above parts.
Since the above-described power transmission system has the above-described technical effects, a vehicle including the power transmission system also has the same technical effects, and the discussion thereof will not be repeated.
The vehicle as described above, further comprising a second power transmission system, a power source of the second power transmission system being an engine;
the first power transmission system is used for driving the front shaft, and the second power transmission system is used for driving the rear shaft; or, the first power transmission system is used for driving the rear axle, and the second power transmission system is used for driving the front axle.
Drawings
FIG. 1 is a schematic illustration of a powertrain in a low gear configuration according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an embodiment of the present invention showing the powertrain in a high gear position;
FIG. 3 is a schematic illustration of an embodiment of the present invention showing the powertrain in a neutral position;
fig. 4 is a schematic structural diagram of the power transmission system provided by the invention when applied to a hybrid vehicle.
Wherein, the one-to-one correspondence between component names and reference numbers in fig. 1 to 4 is as follows:
a drive motor 10, an output shaft 11;
a first planetary gear train 20, a first sun gear 21, a first planetary gear 22, a first transmission member 23;
a second planetary gear train 30, a second sun gear 31, second planetary gears 32, a second transmission member 33;
a third planetary gear train 40, an inner gear ring 41, a third planetary gear 42;
a planet carrier 50;
a shifting device 60, an operating member 61, a coupling sleeve 62, a shift transmission member 63;
an engine 100, a transmission and retarder assembly 110.
Detailed Description
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1 to 3, fig. 1 is a schematic structural diagram of a low gear position of a power transmission system according to an embodiment of the present invention; FIG. 2 is a schematic diagram of an embodiment of the present invention showing the powertrain in a high gear position; fig. 3 is a schematic structural diagram of a power transmission system in a neutral gear position according to an embodiment of the present invention.
This embodiment provides a power train for a vehicle, which, as shown in fig. 1 to 3, includes a drive motor 10 and a differential 70, wherein both output ends of the differential 70 are connected to a short half shaft 80a and a long half shaft 80b, respectively, so as to transmit received power to wheels 90.
The powertrain further comprises a first planetary gear set 20, a second planetary gear set 30, a third planetary gear set 40 and a gear shifting device 60.
Wherein the output shaft 11 of the driving motor 10 is located on the same straight line with the axes of the first planetary gear train 20, the second planetary gear train 30, the third planetary gear train 40 and the differential 70, as shown in the figure, it can be understood that, after this arrangement, in fact, the axes of the output shaft 11 of the driving motor 10, the first planetary gear train 20, the second planetary gear train 30 and the third planetary gear train 40 are all collinear with the axis of the transmission half shaft (including the short half shaft 80a and the long half shaft 80 b).
In this embodiment, the shifting device 60 has at least two operating positions and is configured to:
the gear shifting device 60 is in a first working position, the output shaft 11 of the driving motor 10 transmits power to the differential 70 through the first planetary gear train 20 and the third planetary gear train 40, and at the moment, the power transmission system is in a low gear;
the gear shifting device 60 is in the second operating position, and the output shaft 11 of the driving motor 10 transmits power to the differential 70 through the second planetary gear set 30 and the third planetary gear set 40, and at this time, the power transmission system is in a high gear.
It can be understood that the transmission speed ratio when the first planetary gear train 20 is in transmission connection with the third planetary gear train 40 is different from the transmission speed ratio when the second planetary gear train 30 is in transmission connection with the third planetary gear train 40, so that the switching between the low gear and the high gear is realized.
Obviously, in this embodiment, the first planetary gear train 20, the second planetary gear train 30, the third planetary gear train 40, and the shifting device 60 correspond to a transmission.
As above, the power transmission system arranges the axes of the output shaft 11 of the driving motor 10, the first planetary gear train 20, the second planetary gear train 30, the third planetary gear train 40 and the differential 70 on the same straight line, and the output shaft 11 of the driving motor 10 transmits power to the differential 70 through the first planetary gear train 20 and the third planetary gear train 40 or transmits power to the differential 70 through the second planetary gear train 30 and the third planetary gear train 40 by switching of the gear shifting device 60, thereby realizing the control of the gear ratio; the structure is compact in arrangement, and is beneficial to integration and light weight of the whole vehicle, meanwhile, the driving motor 10, each gear train and the differential mechanism 70 are coaxially arranged, so that the axial length of a power transmission system can be effectively shortened, compared with the multi-row gear train series arrangement in the prior art, the problem of overlarge speed ratio difference can be avoided, and the problems of long power interruption time, large power impact, unsmooth gear shifting and the like caused by the problem can be avoided; in addition, under the condition of equivalent overall size, the transmission ratio of each gear train of the power transmission system can be changed in a larger range, the high-gear and low-gear speed ratio configuration is more flexible, and the power performance and the economical efficiency of the whole vehicle can be better optimized.
With continued reference to fig. 1-3, in an embodiment, the first planetary gear train 20 includes a first sun gear 21 and a first planet gear 22, and the first sun gear 21 is engaged with the first planet gear 22; the second planetary gear train 30 includes a second sun gear 31 and second planetary gears 32, and the second sun gear 31 and the second planetary gears 32 are meshed with each other; third planetary gear train 40 includes ring gear 41, third planetary gears 42, and planet carrier 50, wherein ring gear 41 is fixed and intermeshes with third planetary gears 42, and planet carrier 50 is connected to the housing of differential 70.
First planetary gear 22 is in driving connection with third planetary gear 42, and second planetary gear 32 is also in driving connection with third planetary gear 42.
More specifically, in the illustrated embodiment, the first planetary gear 22, the second planetary gear 32, and the third planetary gear 42 are formed as an integral structure, and share the same carrier 50.
Compared with the traditional planetary compound gear train, the first planetary gear train 20 and the second planetary gear train 30 of the power transmission system omit an inner gear ring structure, the third planetary gear train 40 omits a sun gear structure, and meanwhile, the design of the scheme omits a main speed reducer in a traditional drive axle, so that the power transmission system has the advantages of more compact structure and light weight, and is more beneficial to the arrangement of the structures such as the whole vehicle integration, the light weight and the battery. The first planetary gear train 20, the second planetary gear train 30, and the third planetary gear train 40 in the present embodiment may be understood as modified compound planetary gear trains.
In addition, it can be understood that under the condition of equivalent overall size, the transmission ratio of the planetary gear train and the transmission ratio of the ordinary gear train of the power transmission system can be changed in a relatively wide range, so that the configuration of the speed ratio of high and low gears is more flexible, and better conditions are provided for optimizing the dynamic property and the economical efficiency of the whole vehicle.
In a specific scheme, the output shaft 11 of the driving motor 10, the axle of the first sun gear 21 and the axle of the second sun gear 31 are hollow shafts, so that the axes of the output shaft 11 of the driving motor 10, the first planetary gear train 20 and the second planetary gear train 30 and the axis of the differential 70 are arranged in a collinear manner.
Specifically, as shown, the output shaft 11 of the driving motor 10 is sleeved on the long half shaft 80b, the axle of the first sun gear 21 is sleeved on the output shaft 11 of the driving motor 10, the second sun gear 31 is disposed close to the differential 70 relative to the first sun gear 21, and the axle of the second sun gear 31 is sleeved on the long half shaft 80 b.
In a specific scheme, the first planetary gear train 20 further includes a first transmission component 23, and the second planetary gear train 30 further includes a second transmission component 33; the shifting device 60 comprises in particular an operating element 61, a coupling sleeve 62, and a shift transmission element 63, wherein the shift transmission element 63 is connected to the output shaft 11 of the drive motor 10.
The operating member 61 is capable of driving the coupling sleeve 62 to move to shift the operating position of the shifting device 60, and specifically, when the coupling sleeve 62 is in a position to connect the first transmission member 23 and the shift transmission member 63, the shifting device 60 is in the first operating position, and when the coupling sleeve 62 is in a position to connect the second transmission member 33 and the shift transmission member 63, the shifting device 60 is in the second operating position.
It will be appreciated that by shifting the position of the coupling sleeve 62, the output shaft 11 of the drive motor 10 can be drivingly connected to the first planetary gear train 20 or the second planetary gear train 30, and finally the power can be transmitted to the differential 70 via the third planetary gear train 40.
Further, the shifting device 60 has a third operating position, when the shifting device 60 is in the third operating position, the shift transmission member 63 is not connected to the first transmission member 23 or the second transmission member 33, and the power transmission system is in neutral.
Specifically, in this embodiment, the first transmission member 23 is fixedly sleeved on the axle of the first sun gear 21, and the second transmission member 33 is fixedly sleeved on the axle of the second sun gear 31.
In the orientation shown in fig. 1-3, the shift transmission member 63 of the shifting device 60 is located between the first transmission member 23 and the second transmission member 33.
When the coupling sleeve 62 is driven by the operating member 61 to move to the right, the coupling sleeve 62 drivingly connects the first transmission member 23 with the shift transmission member 63, i.e. the state shown in fig. 1, and at this time, the power transmission system is in a low gear position, and the power transmission path is: the output shaft 11 of the drive motor 10 → the shift transmission member 63 → the first transmission member 23 → the first sun gear 21 → the first planetary gear 22 → the third planetary gear 42 → the ring gear 41 → the carrier 50 → the differential 70 → the short half shaft 80a, the long half shaft 80b → the wheel 90.
At this time, the transmission speed ratio of the power transmission system is:
wherein Z isS1、ZP1The number of teeth, Z, of the first sun gear 21 and the first planet gear 22 of the first planetary gear train 20P3、Zr3The number of teeth of the third planetary gear 42 and the ring gear 41 of the third planetary gear train 40, respectively.
It is understood that, at this time, the second planetary gear set 30 is in an idling state.
When the power transmission system is in a low gear position shown in fig. 1, the power transmission system is applicable to low-speed running conditions such as starting and climbing of a vehicle.
When the coupling sleeve 62 is driven by the operating member 61 to move to the left, the coupling sleeve 62 drivingly connects the second transmission member 33 with the shift transmission member 63, i.e. the state shown in fig. 2, and at this time, the power transmission system is in the high gear position, and the power transmission path is: the output shaft 11 of the drive motor 10 → the shift transmission member 63 → the second transmission member 33 → the second sun gear 31 → the second planetary gear 32 → the third planetary gear 42 → the ring gear 41 → the carrier 50 → the differential 70 → the short half shaft 80a, the long half shaft 80b → the wheel 90.
At this time, the transmission speed ratio of the power transmission system is:
wherein Z isS2、ZP2The number of teeth of the second sun gear 31 and the second planetary gear 32 of the second planetary gear train 30,ZP3、Zr3the number of teeth of the third planetary gear 42 and the ring gear 41 of the third planetary gear train 40, respectively.
It will be appreciated that at this point the first planetary gear train 20 is in an idle state.
When the power transmission system is in the high gear position shown in fig. 2, the high-speed running condition of the vehicle can be applied.
When the coupling sleeve 62 is moved to the neutral position by the operating member 61, the shift transmission member 63 is neither in transmission connection with the first transmission member 23 nor with the second transmission member 33, i.e. the state shown in fig. 3, in which the power transmission system is in the neutral position.
In addition, when the vehicle runs in a reverse mode, the driving motor 10 can be controlled to rotate reversely, and in order to ensure the safety of the reverse mode, the reverse mode with a low gear can be adopted.
In specific applications, the parameter settings of the power transmission system can be as follows:
the power of the driving motor 10 is more than or equal to the power required by the running of the vehicle, the peak torque multiplied by the low gear speed ratio of the driving motor 10 is more than or equal to the maximum torque required by the vehicle dynamic index, and the maximum rotating speed divided by the high gear speed ratio of the driving motor 10 is more than or equal to the wheel rotating speed required by the vehicle maximum speed index; the low-gear transmission speed ratio is 7-8; the high gear transmission speed ratio is 10-12.
Of course, the above parameters are only examples, and the parameters of the components of the power transmission system can be set according to actual needs.
In the above embodiments, the power transmission system further includes a control module for controlling the driving motor 10 and the gear shifting device 60 to perform coordinated control, and for vehicle control, energy management, regenerative braking or coasting, fault diagnosis, fault-tolerant control, data communication, calibration monitoring, etc., and the control module may be integrated with an electronic control device of the vehicle or may be provided independently.
In addition, the invention also provides a vehicle, which comprises a front axle, a rear axle and a first power transmission system, wherein the first power transmission system is the power transmission system in any embodiment.
In particular, the first driveline may be provided at the rear axle, i.e. the vehicle is driven in a rear-drive mode, but it is of course also possible to provide the first driveline at the front axle, in which case the vehicle is driven in a front-drive mode. It will be appreciated that the vehicle is a purely electric vehicle, with the provision of the first driveline.
The power transmission system may also be used in a hybrid vehicle, as shown in fig. 4, in this case, the hybrid vehicle includes a first power transmission system and a second power transmission system, where the first power transmission system is the power transmission system described in any of the above embodiments, and a power source of the second power transmission system is the engine 100.
Specifically, the first power transmission system may be used to drive the front axle, the second power transmission system may be used to drive the rear axle, and the engine 100 may be connected to the rear axle through the transmission and reducer assembly 110 (fig. 4), or the first power transmission system may be used to drive the rear axle and the second power transmission system may be used to drive the front axle; thus, the two power transmission systems can form a hybrid power system with front and rear shafts driven in parallel.
As above, the invention realizes the integrated and coaxial design of speed change, differential speed and driving motor 10, compared with the prior art, the invention has high integrated level and light weight, is beneficial to the integrated, light and battery arrangement of the whole vehicle, and the transmission is more stable; compared with the existing system in which a plurality of rows of planetary gear trains are connected in series, the deformed high-speed-ratio compound planetary gear train avoids the problems of overlarge speed ratio difference, long power interruption time, large power impact, poor driving comfort of a vehicle and the like, shifts smoothly, and has higher transmission efficiency and low power consumption. Compared with an electric drive axle with a fixed speed ratio, the power performance of the vehicle is obviously improved, the energy consumption of the vehicle can be reduced by 10 percent, and the endurance mileage of the vehicle and the service life of a power battery are effectively prolonged. The hybrid power system can be conveniently applied to the existing internal combustion engine automobile to form a front-rear shaft parallel driving (plug-in type) hybrid power system, not only can save a large amount of research and development cost and reduce the energy consumption of the automobile, but also can realize four-wheel driving and improve the dynamic property, the passing performance and the like of the automobile.
The vehicle and the power transmission system thereof provided by the invention are described in detail above. 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 (8)
1. The power transmission system comprises a driving motor (10) and a differential (70), wherein two output ends of the differential (70) are respectively connected with a short half shaft (80 a) and a long half shaft (80 b); the planetary gear train transmission device is characterized by further comprising a first planetary gear train (20), a second planetary gear train (30), a third planetary gear train (40) and a gear shifting device (60); the output shaft (11) of the driving motor (10) and the axes of the first planetary gear train (20), the second planetary gear train (30), the third planetary gear train (40) and the differential (70) are positioned on the same straight line;
the gear shifting device (60) has at least two operating positions and is configured to:
the gear shifting device (60) is in a first working position, the output shaft (11) transmits power to the differential (70) through the first planetary gear train (20) and the third planetary gear train (40), and the power transmission system is in a low gear;
the gear shifting device (60) is in a second working position, the output shaft (11) transmits power to the differential (70) through the second planetary gear train (30) and the third planetary gear train (40), and the power transmission system is in a high gear;
the first planetary gear train (20) comprises a first sun gear (21) and a first planet gear (22), the first sun gear (21) is meshed with the first planet gear (22); the second planetary gear train (30) comprises a second sun gear (31) and second planet gears (32), the second sun gear (31) and the second planet gears (32) are meshed; the third planetary gear train (40) comprises an inner gear ring (41), a third planetary gear (42) and a planet carrier (50), the inner gear ring (41) is meshed with the third planetary gear (42), and the inner gear ring (41) is fixed;
the planet carrier (50) is connected with a shell of the differential (70);
the first planet wheel (22) is in transmission connection with the third planet wheel (42);
the second planet wheel (32) is in transmission connection with the third planet wheel (42);
the first planet wheel (22), the second planet wheel (32) and the third planet wheel (42) are integrated, and the planet carrier (50) is shared by the first planet wheel, the second planet wheel and the third planet wheel.
2. A drivetrain according to claim 1, characterised in that the first planetary gear train (20) further comprises a first transmission member (23), the second planetary gear train (30) further comprises a second transmission member (33); the gear shifting device (60) comprises an operating component (61), a combination sleeve (62) and a gear shifting transmission component (63) connected with the output shaft (11);
the operating component (61) can drive the combination sleeve (62) to move so as to switch the working position of the gear shifting device (60), when the combination sleeve (62) is in the position of connecting the first transmission component (23) and the gear shifting transmission component (63), the gear shifting device (60) is in the first working position, when the combination sleeve (62) is in the position of connecting the second transmission component (33) and the gear shifting transmission component (63), the gear shifting device (60) is in the second working position.
3. A drivetrain according to claim 2, characterized in that the first transmission member (23) is secured to the axle of the first sun wheel (21) and the second transmission member (33) is secured to the axle of the second sun wheel (31).
4. A drivetrain according to claim 3, characterised in that the output shaft (11), the axle of the first sun wheel (21) and the axle of the second sun wheel (31) are all hollow shafts; the output shaft (11) is sleeved on the long half shaft (80 b), the wheel axle of the first sun gear (21) is sleeved on the output shaft (11), and the wheel axle of the second sun gear (31) is sleeved on the long half shaft (80 b).
5. A drivetrain according to claim 2, characterised in that the gear shift device (60) also has a third operating position; the gear shifting device (60) is in a third working position, the gear shifting transmission component (63) is not connected with the first transmission component (23) and the second transmission component (33), and the power transmission system is in a neutral gear.
6. Powertrain according to any of claims 1-5, characterized by a control module for controlling the gear shift device (60) and the drive motor (10) in dependence of a gear shift signal.
7. A vehicle comprising a front axle, a rear axle and a first driveline, wherein the first driveline is a driveline as claimed in any one of claims 1 to 6.
8. The vehicle of claim 7, further comprising a second driveline having a power source that is an engine (100);
the first power transmission system is used for driving the front shaft, and the second power transmission system is used for driving the rear shaft; or, the first power transmission system is used for driving the rear axle, and the second power transmission system is used for driving the front axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810719199.1A CN110667367B (en) | 2018-07-02 | 2018-07-02 | Vehicle and power transmission system thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810719199.1A CN110667367B (en) | 2018-07-02 | 2018-07-02 | Vehicle and power transmission system thereof |
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| CN110667367A CN110667367A (en) | 2020-01-10 |
| CN110667367B true CN110667367B (en) | 2021-02-02 |
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| CN114851825A (en) * | 2022-04-24 | 2022-08-05 | 潍柴动力股份有限公司 | Hybrid power system and control method thereof |
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| WO2012010340A1 (en) * | 2010-07-21 | 2012-01-26 | Schaeffler Technologies Gmbh & Co. Kg | Drive unit |
| CN105114557A (en) * | 2015-10-12 | 2015-12-02 | 李建利 | Multistage planetary gear reducer with high velocity ratio |
| CN107323255A (en) * | 2016-04-28 | 2017-11-07 | 舍弗勒技术股份两合公司 | Transaxle and its double speed drive module |
| CN107542863A (en) * | 2017-08-31 | 2018-01-05 | 綦江齿轮传动有限公司 | Three planet row hybrid power two-shift automatic speed variator assemblies |
| CN107825955A (en) * | 2017-10-18 | 2018-03-23 | 武汉理工大学 | A kind of distributed Two axle drive hybrid power system and its driving method |
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2018
- 2018-07-02 CN CN201810719199.1A patent/CN110667367B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012010340A1 (en) * | 2010-07-21 | 2012-01-26 | Schaeffler Technologies Gmbh & Co. Kg | Drive unit |
| CN105114557A (en) * | 2015-10-12 | 2015-12-02 | 李建利 | Multistage planetary gear reducer with high velocity ratio |
| CN107323255A (en) * | 2016-04-28 | 2017-11-07 | 舍弗勒技术股份两合公司 | Transaxle and its double speed drive module |
| CN107542863A (en) * | 2017-08-31 | 2018-01-05 | 綦江齿轮传动有限公司 | Three planet row hybrid power two-shift automatic speed variator assemblies |
| CN107825955A (en) * | 2017-10-18 | 2018-03-23 | 武汉理工大学 | A kind of distributed Two axle drive hybrid power system and its driving method |
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