CN113294502A - Dynamic gear shifting speed reducer and automobile - Google Patents
Dynamic gear shifting speed reducer and automobile Download PDFInfo
- Publication number
- CN113294502A CN113294502A CN202110499645.4A CN202110499645A CN113294502A CN 113294502 A CN113294502 A CN 113294502A CN 202110499645 A CN202110499645 A CN 202110499645A CN 113294502 A CN113294502 A CN 113294502A
- Authority
- CN
- China
- Prior art keywords
- transmission
- gear
- shaft
- input
- sun
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
-
- 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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
-
- 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
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
- F16D67/02—Clutch-brake combinations
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H57/10—Braking arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Structure Of Transmissions (AREA)
Abstract
The application relates to a dynamic gear shift speed reducer and car, the dynamic gear shift speed reducer includes: an input mechanism; the transmission mechanism comprises a transmission shaft, a planetary gear set, a first transmission assembly and a second transmission assembly, wherein the output end of the planetary gear set is connected with the transmission shaft, the planetary gear set comprises a first input end and a second input end, the input mechanism is in transmission connection with the first input end through the first transmission assembly so as to transmit power to the transmission shaft, and the input mechanism is in transmission connection with the second input end through the second transmission assembly so as to transmit power to the transmission shaft; the output mechanism is in transmission connection with the transmission shaft; the clutch brake mechanism is arranged on the transmission shaft, the clutch brake is suitable for connecting or disconnecting the transmission connection between the second transmission assembly and the second input end, and the clutch brake mechanism is suitable for limiting the rotation of the second input end. This application has at the in-process of shifting, and power need not the disconnection, is convenient for maintain the power of car, and has promoted the advantage of the comfort of taking of car.
Description
Technical Field
The application relates to the technical field of gearboxes, in particular to a dynamic gear shifting speed reducer and an automobile.
Background
At present, most of reduction boxes applied to electric vehicles in the market are only provided with one gear, and shafting is mainly arranged in a two-stage parallel shaft type structure, namely, speed reduction and torque increase are realized through two-stage gear meshing, and torque is distributed to wheel sides through the differential action of a differential mechanism.
In the related art, there are two-gear reduction box products, which can adjust gears according to different driving speeds, so as to maintain torque output at high and low speeds.
However, the existing two-gear reduction box products need to interrupt the starting force output in the gear shifting process, so that the gear shifting pause and pause feeling is strong, and the gear shifting comfort is poor. In the gear shifting process, the power output is interrupted, so that the driving feeling is influenced, and the power performance of the whole vehicle is reduced.
Disclosure of Invention
The embodiment of the application provides a dynamic gear shifting speed reducer and an automobile, and aims to solve the technical problems that in the gear shifting process in the related art, the power output is interrupted, so that the driving feeling is influenced, and the power performance of the whole automobile is reduced.
In a first aspect, there is provided a powershift retarder, comprising:
an input mechanism;
a drive mechanism including a drive shaft, a planetary gearset, a first drive assembly, and a second drive assembly, an output of the planetary gearset being connected to the drive shaft, the planetary gearset including a first input and a second input, the input mechanism being in driving connection with the first input through the first drive assembly to transfer power to the drive shaft, and the input mechanism being in driving connection with the second input through the second drive assembly to transfer power to the drive shaft;
the output mechanism is in transmission connection with the transmission shaft;
and the clutch brake mechanism is arranged on the transmission shaft, is suitable for connecting or disconnecting the transmission connection between the second transmission assembly and the second input end, and is suitable for limiting the rotation of the second input end.
In some embodiments, the planetary gear set includes a planet carrier, a sun gear, and a plurality of planet gears, the planet carrier is connected to the transmission shaft, the plurality of planet gears are all rotatably disposed on the planet carrier, the plurality of planet gears are all disposed in mesh with the sun gear, the first transmission assembly is in transmission connection with the planet gears to transmit power, and the second transmission assembly is in transmission connection with the sun gear to transmit power.
In some embodiments, the input mechanism includes an input shaft and a first input gear, the first input gear is disposed on the input shaft, the first transmission assembly includes a first transmission gear, a connecting plate, and a transmission gear ring, the first input gear is engaged with the first transmission gear, the connecting plate is respectively connected with the transmission gear ring and the first transmission gear, and the transmission gear ring is engaged with the plurality of planet gears.
In some embodiments, the input mechanism further includes a second input gear, the second transmission assembly includes a second transmission gear shaft and a sun shaft, the sun shaft is sleeved on the transmission shaft, one end of the sun shaft is connected with the sun gear, the second transmission gear shaft is sleeved on the sun shaft, the second transmission gear shaft is meshed with the second input gear, and the second transmission gear shaft is in transmission connection with the sun shaft through the clutch brake mechanism.
In some embodiments, the clutch brake mechanism includes a clutch, an input end of the clutch is connected to the second transmission gear shaft, an output end of the clutch is connected to the sun shaft, the second transmission gear shaft is in transmission connection with the sun shaft when the clutch is in a connected state, and the second transmission gear shaft is disconnected from the sun shaft when the clutch is in a disconnected state.
In some embodiments, the clutch brake mechanism further comprises a brake provided to the sun shaft to restrict rotation of the sun shaft.
In some embodiments, the dynamic gear-shifting speed reducer further includes a case, the input mechanism, the transmission mechanism, the output mechanism and the clutch braking mechanism are all disposed in the case, the brake is connected to the case, an output end of the brake is connected to the sun shaft, and when the brake is in an activated state, the brake limits the rotation of the sun shaft.
In some embodiments, the output of the clutch is connected to the output of the brake.
In some embodiments, the transmission mechanism further includes a third transmission gear, the output mechanism includes an output shaft and an output gear, the output gear is sleeved on the output shaft, and the output gear is engaged with the third transmission gear.
The beneficial effect that technical scheme that this application provided brought includes:
the embodiment of the application provides a dynamic gear shifting speed reducer, because input mechanism accessible first transmission assembly or second transmission assembly and planetary gear set's transmission relation and transmission power between input mechanism and transmission shaft, in the middle-low speed driving process of car, input mechanism only is connected and is given transmission power through the transmission of first transmission assembly with planetary gear set, clutch brake mechanism breaks off the connection of second transmission assembly and second input this moment, make power can not transmit to the transmission shaft from the second input, clutch brake mechanism restricts the motion of second input simultaneously, make planetary gear set only have an input and an output, be convenient for power and stably transmit between first transmission assembly, planetary gear set and transmission shaft. When the automobile speed is increased and gear shifting operation is needed, the input mechanism starts the second transmission assembly to be in transmission connection with the planetary gear set, the clutch brake mechanism enables the second transmission assembly to be in transmission connection with the second input end at the moment, limitation on movement of the second input end is removed, power is further transmitted to the transmission shaft through the second transmission assembly and is finally transmitted to the output mechanism to transmit the power, in the gear shifting process, the power transmission process between the first transmission assembly and the planetary gear set is kept unchanged, in the gear shifting process, the power does not need to be disconnected, power of the automobile is convenient to maintain, and riding comfort of the automobile is improved.
In a second aspect, an automobile is provided, comprising a powershift retarder as described above.
The application provides a beneficial effect of car is unanimous with the beneficial effect that dynamic gear shift reduction gear has, no longer gives unnecessary details here.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a speed reducer provided in an embodiment of the present application;
FIG. 2 is a schematic structural diagram of the interior of a speed reducer provided in an embodiment of the present application;
FIG. 3 is an enlarged schematic view at A in FIG. 2;
FIG. 4 is an enlarged schematic view at B of FIG. 2;
FIG. 5 is a schematic illustration of an input shaft, a driveshaft, and an output shaft provided by an embodiment of the present application;
FIG. 6 is a schematic structural diagram of a planet carrier and a planet wheel provided in an embodiment of the present application;
FIG. 7 is a schematic cross-sectional view taken along line C-C of FIG. 6;
fig. 8 is a schematic structural diagram of a clutch brake mechanism according to an embodiment of the present application.
In the figure: 1. an input mechanism; 101. an input shaft; 102. a first input gear; 103. a second input gear; 2. a transmission mechanism; 201. a drive shaft; 202. a planetary gear set; 2021. a planet carrier; 2022. a sun gear; 2023. a planet wheel; 203. a first transmission assembly; 2031. a first drive gear; 2032. a connecting plate; 2033. a transmission gear ring; 204. a second transmission assembly; 2041. a second drive gear shaft; 2042. a sun shaft; 205. a third transmission gear; 3. an output mechanism; 301. an output shaft; 302. an output gear; 4. a clutch brake mechanism; 401. a clutch; 4011. a first inner frame body; 4012. a first outer frame body; 4013. a first friction assembly; 402. a brake; 4021. a second inner frame body; 4022. a second outer frame body; 4023. a second friction assembly; 5. a differential mechanism; 6. and (4) a box body.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application provides a dynamic gear shifting speed reducer, which can solve the technical problems that in the related art, the power of an electric automobile is disconnected in the gear shifting process, so that the power performance of the automobile is influenced, and the automobile is comfortable to take.
A powershift retarder, comprising:
an input mechanism 1;
a transmission mechanism 2, which comprises a transmission shaft 201, a planetary gear set 202, a first transmission assembly 203 and a second transmission assembly 204, wherein the output end of the planetary gear set 202 is connected with the transmission shaft 201, the planetary gear set 202 comprises a first input end and a second input end, the input mechanism 1 is in transmission connection with the first input end through the first transmission assembly 203 so as to transmit power to the transmission shaft 201, and the input mechanism 1 is in transmission connection with the second input end through the second transmission assembly 204 so as to transmit power to the transmission shaft 201;
the output mechanism 3 is in transmission connection with the transmission shaft 201;
and the clutch and brake mechanism 4 is arranged on the transmission shaft 201, the clutch and brake mechanism 4 is suitable for connecting or disconnecting the transmission connection between the second transmission assembly 204 and the second input end, and the clutch and brake mechanism 4 is suitable for limiting the rotation of the second input end.
Optionally, the dynamic gear-shifting speed reducer further comprises a box body 6, and the input mechanism 1, the transmission mechanism 2, the output mechanism 3 and the clutch brake mechanism 4 are all arranged in the box body 6.
Optionally, the planetary gear set 202 includes a planet carrier 2021, a sun gear 2022 and a plurality of planet gears 2023, the planet carrier 2021 is connected to the transmission shaft 201, each planet gear 2023 is rotatably disposed on the planet carrier 2021, each planet gear 2023 is meshed with the sun gear 2022, the first transmission assembly 203 is in transmission connection with the planet gear 2023 to transmit power, and the second transmission assembly 204 is in transmission connection with the sun gear 2022 to transmit power.
Referring to fig. 1, the dynamic gear-shifting reducer comprises a box 6, and an input mechanism 1, a transmission mechanism 2, an output mechanism 3 and a clutch brake mechanism 4 which are arranged inside the box 6. The motor of the vehicle is in driving connection with the input mechanism 1, thereby powering the input mechanism 1. The input mechanism 1 transmits power to the transmission mechanism 2, and the output mechanism 3 is in transmission connection with the transmission mechanism 2, so that power can be conveniently output from the box body 6.
Referring to fig. 2-5, the transmission 2 includes a transmission shaft 201, a planetary gearset 202, a first transmission assembly 203, and a second transmission assembly 204. The transmission shaft 201 is rotatably disposed in the box 6 through a bearing, and in this embodiment, the transmission shaft 201 is preferably connected with the box 6 through a cylindrical roller bearing. The planetary gear set 202 includes a planet carrier 2021, a sun gear 2022, and a plurality of planet gears 2023, and in this embodiment, the number of the planet gears 2023 is preferably 3. The planet carrier 2021 is sleeved on the transmission shaft 201, in this embodiment, the planet carrier 2021 is connected with the transmission shaft 201 by welding, and in other embodiments, the planet carrier 2021 and the transmission shaft 201 may be fixed by bolts, pins, or other methods. The plurality of planet wheels 2023 are uniformly and circumferentially distributed on the planet carrier 2021, the circumferential outer side surface of the planet wheel 2023 extends to the circumferential outer side of the planet carrier 2021, so that the planet wheel 2023 is directly driven to rotate to drive the planet carrier 2021 and the transmission shaft 201 to rotate, and the circumferential distribution axis of the plurality of planet wheels 2023 is consistent with the axis of the transmission shaft 201. The sun wheel 2022 is movably sleeved on the transmission shaft 201, and the sun wheel 2022 and the plurality of planet wheels 2023 are meshed.
Referring to fig. 2, 6 and 7, it will be appreciated that the first input of the planetary gear set 202 includes planet gears 2023, and the second input of the planetary gear set 202 includes sun gear 2022, either by directly driving the planet gears 2023 or by driving the sun gear 2022, can be the power input to the planetary gear set 202. The output end of the planetary gear set 202 is the planet carrier 2021, and the planet carrier 2021 is fixed with the transmission shaft 201. In this embodiment, the first transmission assembly 203 is in transmission connection with the first input end, and the second transmission assembly 204 is in transmission connection with the second input end, it can be understood that the first transmission assembly 203 drives the planet carrier 2021 to rotate by driving the planet wheel 2023 to rotate, and the second transmission assembly 204 drives the planet carrier 2021 to rotate by driving the sun wheel 2022 to rotate.
In the present embodiment, there are two power transmission modes between the input mechanism 1 and the transmission shaft 201,
referring to fig. 2-4, the first is to transmit power to the planet carrier 2021 and the transmission shaft 201 only through the transmission connection between the first transmission assembly 203 and the planet gears 2023. Since both the first transmission assembly 203 and the second transmission assembly 204 obtain power from the input mechanism 1 at the same time, the clutch brake mechanism 4 disconnects the second transmission assembly 204 from the transmission connection of the second input end, i.e. from the transmission connection of the sun gear 2022. In this power transmission mode, since the sun gear 2022 rotates along with the planet gear 2023 during the rotation of the planet gear 2023, power is difficult to be transmitted from the planet gear 2023 to the planet carrier 2021, so the clutch brake mechanism 4 disposed on the transmission shaft 201 limits the motion of the second input end, that is, the clutch brake mechanism 4 limits the rotation of the sun gear 2022, so that the sun gear 2022 is limited to rotate while the first transmission assembly 203 drives the planet gear 2023 to rotate, and during the rotation of the planet gear 2023, the planet gear 2023 rolls on the circumferential side of the sun gear 2022, so that the planet gear 2023 revolves around the transmission shaft 201, thereby driving the planet carrier 2021 and the transmission shaft 201 to rotate together, and transmitting power to the transmission shaft 201. When power is transmitted through transmission connection with the planet wheel 2023, the speed reduction ratio is high, and better starting performance and stronger climbing capability are convenient to obtain.
Referring to fig. 2-4, the second is that the second transmission assembly 204 is in transmission connection with the sun gear 2022 to transmit power while the first transmission assembly 203 is in transmission connection with the planet gear 2023 to transmit power. In the process, the second transmission assembly 204 is connected to the second input end through the clutch brake mechanism 4, that is, the second transmission assembly 204 is in transmission connection with the sun gear 2022, and meanwhile, the clutch brake mechanism 4 releases the motion restriction of the second input end, that is, the rotation restriction of the sun gear 2022. The power is transmitted to the planet carrier 2021 and the transmission shaft 201 by the planet wheel 2023 and the sun wheel 2022 together, and the power transmission is completed, at this time, the speed is switched to a smaller reduction ratio, the rotating speed of the motor is reduced, the torque is improved, so that the automobile has better acceleration capability in the middle and high speed running process, namely when the speed is more than 80km/h, and the highest speed is improved.
With this arrangement, since the input mechanism 1 can transmit power between the input mechanism 1 and the transmission shaft 201 through the transmission relationship between the first transmission assembly 203 or the second transmission assembly 204 and the planetary gear set 202, during the low-speed driving of the vehicle, the input mechanism 1 transmits power to the transmission shaft 201 only through the transmission connection between the first transmission assembly 203 and the planetary gear set 202, and the clutch brake mechanism 4 disconnects the second transmission assembly 204 from the sun gear 2022, so that power cannot be transmitted from the sun gear 2022 to the transmission shaft 201, and simultaneously the clutch brake mechanism 4 restricts the movement of the sun gear 2022, so that the planetary gear set 202 has only one input end and one output end, thereby facilitating the stable transmission of power among the first transmission assembly 203, the planetary gear set and the transmission shaft 201. When the speed of the automobile is increased and gear shifting operation is required, the input mechanism 1 enables the second transmission assembly 204 to be in transmission connection with the planetary gear set 202, at the moment, the clutch brake mechanism 4 enables the second transmission assembly 204 to be in transmission connection with the sun gear 2022, the limitation on the movement of the sun gear 2022 is removed, power is further transmitted to the transmission shaft 201 through the second transmission assembly 204 and is finally transmitted to the output mechanism 3 to be transmitted, the power transmission process between the first transmission assembly 203 and the planetary gear set 202 is kept unchanged in the gear shifting process, the power does not need to be disconnected in the gear shifting process, the power of the automobile is convenient to maintain, and the riding comfort of the automobile is improved.
Optionally, the input mechanism 1 includes an input shaft 101 and a first input gear 102, the first input gear 102 is disposed on the input shaft 101, the first transmission assembly 203 includes a first transmission gear 2031, a connection plate 2032 and a transmission ring gear 2033, the first input gear 102 is disposed in mesh with the first transmission gear 2031, the connection plate 2032 is respectively connected with the transmission ring gear 2033 and the first transmission gear 2031, and the transmission ring gear 2033 is disposed in mesh with the plurality of planetary gears 2023.
Referring to fig. 1 and 2, the input mechanism 1 includes an input shaft 101 and a first input gear 102. The input shaft 101 is rotatably disposed in the box 6 through a bearing, in this embodiment, the input shaft 101 is connected to the box 6 through a deep groove ball bearing, and the input shaft 101 is disposed in parallel with the transmission shaft 201. And the motor of the vehicle is connected with the input shaft 101 through a spline to transmit power to the input shaft 101. In this embodiment, the input shaft 101 and the first output gear 302 are integrally formed, and in other embodiments, the first input gear 102 may be fixedly sleeved on the input shaft 101. The first drive assembly 203 includes a first drive gear 2031, an interface plate 2032, and a drive ring gear 2033. The first transmission gear 2031 is rotatably sleeved on the transmission shaft 201 through a bearing, and in this embodiment, the first transmission gear 2031 is connected with the transmission shaft 201 through a deep groove ball bearing. The first transmission gear 2031 is engaged with the first input gear 102, teeth are disposed on an inner side surface of the transmission ring gear 2033, the transmission ring gear 2033 covers the planet gears 2023, and the plurality of planet gears 2023 are engaged with the transmission ring gear 2033. The connecting plate 2032 is annularly arranged, the transmission shaft 201 is sleeved with the connecting plate 2032, and one side of the connecting plate 2032 is welded and fixed with the side of the first transmission gear 2031. The other side surface of the link plate 2032 is welded to the side surface of the transmission ring 2033, so that the first transmission gear 2031, the link plate 2032, and the transmission ring 2033 form a whole, and the three rotate together. When the power of the input shaft 101 is transmitted to the first transmission gear 2031 through the first input gear 102, and then transmitted to the transmission ring 2033 through the connecting plate 2032, the planet gear 2023 is driven to rotate, so that the power is conveniently transmitted to the transmission shaft 201.
Optionally, the input mechanism 1 further includes a second input gear 103, the second transmission assembly 204 includes a second transmission gear shaft 2041 and a sun shaft 2042, the sun shaft 2042 is sleeved on the transmission shaft 201, one end of the sun shaft 2042 is connected with the sun gear 2022, the second transmission gear shaft 2041 is sleeved on the sun shaft 2042, the second transmission gear shaft 2041 is meshed with the second input gear 103, and the second transmission gear shaft 2041 is in transmission connection with the sun shaft 2042 through a clutch brake mechanism 4.
Referring to fig. 2 and 5, the input mechanism 1 further includes a second input gear 103, in this embodiment, the second input gear 103 is integrally formed with the input shaft 101, in other embodiments, the second input gear 103 may be fixedly sleeved on the input shaft 101, and when the input shaft 101 rotates, the first input gear 102 and the second input gear 103 rotate simultaneously. Second transmission assembly 204 includes a second transmission gear shaft 2041 and a sun shaft 2042. The sun shaft 2042 is sleeved on the transmission shaft 201, and the sun shaft 2042 and the transmission shaft 201 are connected through a bearing, preferably a needle bearing in this embodiment. One end surface of the sun shaft 2042 is fixed to the sun gear 2022, in this embodiment, the sun shaft 2042 and the sun gear 2022 are integrally formed, and in other embodiments, the sun shaft 2042 and the sun gear 2022 are fixed by welding, or the sun gear 2022 is fixedly sleeved on the sun shaft 2042. Thereby controlling the rotation of the sun shaft 2042, i.e., the rotation of the sun gear 2022. The second transmission gear shaft 2041 is sleeved on the sun shaft 2042, and the second transmission gear shaft 2041 is connected to the sun shaft 2042 through a bearing, preferably a needle bearing in this embodiment. The second transmission gear shaft 2041 is meshed with the second input gear 103, and the transmission ratio between the second transmission gear shaft 2041 and the second input gear 103 is different from the transmission ratio between the first transmission gear 2031 and the first input gear 102. When the input shaft 101 rotates, the first transmission gear 2031 and the second transmission gear 2041 are driven to rotate. In order to transmit power to planetary gear set 202 only through first transmission gear 2031, sun gear 2042 and second transmission gear shaft 2041 are in transmission connection through clutch brake mechanism 4, and when power is transmitted only through first transmission assembly 203, clutch brake mechanism 4 disconnects transmission connection of second transmission gear shaft 2041 and sun gear 2042, and second transmission gear shaft 2041 is in an idle state.
Alternatively, clutch brake mechanism 4 includes a clutch 401, an input end of clutch 401 is connected to second transmission gear shaft 2041, an output end of clutch 401 is connected to sun shaft 2042, second transmission gear shaft 2041 is in transmission connection with sun shaft 2042 when clutch 401 is in the engaged state, and second transmission gear shaft 2041 is disconnected from sun shaft 2042 when clutch 401 is in the disconnected state.
Referring to fig. 2, 4 and 8, the clutched brake mechanism 4 includes a clutch 401, and the clutch 401 includes a first outer frame 4012, a first inner frame 4011 and a first friction assembly 4013. The first inner frame body 4011 is sleeved on the second transmission gear shaft 2041, the first outer frame body 4012 is sleeved on the sun shaft 2042, the first inner frame body 4011 and the first outer frame body 4012 are rotatably connected or fixed through a first friction assembly 4013, when the clutch 401 is in a combined state, the first inner frame body 4011 and the first outer frame body 4012 are fixed through the first friction assembly 4013, and at the moment, power can be transmitted to the sun gear 2022 shaft from the second transmission gear shaft 2041 through the clutch 401. When the clutch 401 is in an off state, the first friction assembly 4013 does not fix the first inner frame 4011 and the first outer frame 4012 any more, and the power of the second transmission gear shaft 2041 drives the first inner frame 4011 to idle, without transmitting the power to the sun shaft 2042. It is understood that an input end of the clutch 401 is the first inner frame 4011 and an output end of the clutch 401 is the first outer frame 4012. In this embodiment, the first friction assembly 4013 includes a plurality of steel sheets and friction plates arranged alternately, and when the first inner frame 4011 and the first outer frame 4012 need to be fixed, the steel sheets and the friction plates are clamped by hydraulic power to fix the first inner frame 4011 and the first outer frame 4012.
Optionally, the clutch brake mechanism 4 further includes a brake 402, and the brake 402 is disposed on the sun shaft 2042 to limit the rotation of the sun shaft 2042.
Optionally, a brake 402 is connected to the housing 6, and an output end of the brake 402 is connected to the sun shaft 2042, and when the brake 402 is in an activated state, the brake 402 limits the rotation of the sun shaft 2042.
Optionally, the output of the clutch 401 is connected to the output of the brake 402.
Referring to fig. 2, 4 and 8, the clutch brake mechanism 4 further includes a brake 402, the brake 402 is disposed on the sun shaft 2042, and the brake 402 includes a second inner housing 4021, a second outer housing 4022 and a second friction assembly 4023. The circumferential outer side surface of the second outer frame 4022 is fixed to the box body 6 so as to limit the movement of the second outer frame 4022, and the second inner frame 4021 is sleeved on the sun shaft 2042 and is welded and fixed to the sun shaft 2042. In this embodiment, the second inner housing 4021 and the first outer housing 4012 are fixed by rivets, so that the clutch 401 and the brake 402 have better integrity. The second outer frame 4022 and the second inner frame 4021 are rotatably connected or fixed by the second friction assembly 4023, and when the brake 402 is turned on, the second friction assembly 4023 fixes the second outer frame 4022 and the second inner frame 4021 and limits the relative movement between the second inner frame 4021 and the second outer frame 4022, thereby conveniently limiting the rotation of the sun shaft 2042. When the brake 402 is in an off state, the second inner housing 4021 and the second outer housing 4022 are rotatably connected to facilitate the relative rotation of the second inner housing 4021 with respect to the second outer housing 4022, thereby releasing the rotation restriction of the sun shaft 2042. In this embodiment, a plurality of steel plates and friction plates are alternately arranged, and when the second inner frame member 4021 and the second outer frame member 4022 need to be fixed, the second inner frame member 4021 and the second outer frame member 4022 can be fixed by clamping the steel plates and the friction plates through hydraulic power.
In this arrangement, the power transmission mode in the case 6 can be changed by changing the states of the clutch 401 and the brake 402, in this embodiment, two different power transmission modes are divided into the first gear and the second gear, and when the first gear state is reached, the clutch 401 is disconnected, the brake 402 is opened, the power transmission between the second transmission gear shaft 2041 and the sun shaft 2042 is cut off, the rotation of the sun shaft 2042 is restricted, and the power is transmitted to the planetary gear 2023 through the first input gear 102 via the first transmission gear 2031, the connecting plate 2032 and the transmission ring gear 2033, so that the power is transmitted to the transmission shaft 201. When the second gear state is established, the clutch 401 is engaged, the brake 402 is turned off, the power transmission between the sun shaft 2042 and the second transmission gear shaft 2041 is connected through the clutch 401, and the sun shaft 2042 is rotated again, so that the power is transmitted to the planet gears 2023 through the first transmission component 203, and simultaneously the power is transmitted to the second transmission gear shaft 2041 through the second input gear 103 and is transmitted to the sun shaft 2042 and the sun gear 2022 through the clutch 401, so that the power is transmitted to the transmission shaft 201. When the automobile uses the speed reducer and needs to reverse, the state in the box body 6 is consistent with the first gear state, and the rotating direction of the motor can be changed.
Optionally, the transmission mechanism 2 further includes a third transmission gear 205, the output mechanism 3 includes an output shaft 301 and an output gear 302, the output gear 302 is sleeved on the output shaft 301, and the output gear 302 is meshed with the third transmission gear 205.
Referring to fig. 2 and 5, the transmission mechanism 2 further includes a third transmission gear 205, the third transmission gear 205 is integrally formed with the transmission shaft 201, and in other embodiments, the third transmission gear 205 may also be fixedly sleeved on the transmission shaft 201. The output mechanism 3 includes an output shaft 301 and an output gear 302, the output shaft 301 is rotatably disposed in the housing 6, and the output shaft 301 is connected to the housing 6 through a bearing, preferably a tapered roller bearing in this embodiment. The output shaft 301 is arranged in parallel with both the input shaft 101 and the transmission shaft 201. The output gear 302 is fixed to the output shaft 301 through a bolt, and the output gear 302 is meshed with the third transmission gear 205, so that power is transmitted between the output shaft 301 and the transmission shaft 201 through the third transmission gear 205 and the output gear 302.
In this embodiment, the parking device further includes a parking ratchet wheel, and the parking ratchet wheel is disposed on the transmission shaft 201, so as to facilitate rapid braking of the transmission shaft 201.
In this embodiment, in the first-gear state, the clutch 401 is disengaged, the brake 402 is opened, the power transmission between the second transmission gear shaft 2041 and the sun shaft 2042 is cut off, and the rotation of the sun shaft 2042 is limited, the power is transmitted to the planet gear 2023 through the first transmission gear 2031, the connecting plate 2032 and the transmission ring 2033 by the first input gear 102, the planet gear 2023 transmits the power to the planet carrier 2021, so as to transmit the power to the transmission shaft 201, when the second-gear state is switched, the clutch 401 is engaged, the brake 402 is closed, the power transmission between the sun shaft 2042 and the second transmission gear shaft 2041 is connected through the clutch 401, and the sun shaft 2042 resumes rotation, the power is transmitted not only to the planet gear 2023 by the first transmission assembly 203, but also to the second transmission gear shaft 2041 by the second input gear 103, and is transmitted to the sun shaft 2042 and the sun gear 2022 by the clutch 401, therefore, power is transmitted to the transmission shaft 201, and in the process of switching the second gear, only the second transmission assembly 204 needs to be in transmission connection with the sun wheel 2022, so that the first transmission assembly 203 and the second transmission assembly 204 transmit power simultaneously, and in the gear shifting process, the power does not need to be interrupted, so that the pause and contusion of the automobile in the gear shifting process is reduced, and the riding comfort is improved.
Another embodiment of the present application provides an automobile including the powershift retarder as described above.
Referring to fig. 1 and 2, the automobile further comprises a differential 5, and an output shaft 301 of the differential 5 is in transmission connection, so that power is transmitted to wheel half shafts of the automobile by the differential 5 to drive the automobile to run.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are 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 a process, method, 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 process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A powershift retarder, comprising:
an input mechanism (1);
a transmission mechanism (2) comprising a transmission shaft (201), a planetary gear set (202), a first transmission assembly (203) and a second transmission assembly (204), an output end of the planetary gear set (202) is connected with the transmission shaft (201), the planetary gear set (202) comprises a first input end and a second input end, the input mechanism (1) is in transmission connection with the first input end through the first transmission assembly (203) to transmit power to the transmission shaft (201), and the input mechanism (1) is in transmission connection with the second input end through the second transmission assembly (204) to transmit power to the transmission shaft (201);
the output mechanism (3), the output mechanism (3) is connected with the transmission shaft (201) in a transmission way;
the clutch brake mechanism (4) is arranged on the transmission shaft (201), the clutch brake mechanism (4) is suitable for connecting or disconnecting the transmission connection between the second transmission assembly (204) and the second input end, and the clutch brake mechanism (4) is suitable for limiting the rotation of the second input end.
2. The dynamic gear reducer according to claim 1, wherein the planetary gear set (202) comprises a planet carrier (2021), a sun gear (2022) and a plurality of planet gears (2023), the planet carrier (2021) is connected with the transmission shaft (201), the plurality of planet gears (2023) are rotatably arranged on the planet carrier (2021), the plurality of planet gears (2023) are meshed with the sun gear (2022), the first transmission assembly (203) is in transmission connection with the planet gears (2023) for transmitting power, and the second transmission assembly (204) is in transmission connection with the sun gear (2022) for transmitting power.
3. A dynamic gear reducer according to claim 2, characterized in that the input mechanism (1) comprises an input shaft (101) and a first input gear (102), the first input gear (102) is arranged on the input shaft (101), the first transmission assembly (203) comprises a first transmission gear (2031), a connecting plate (2032) and a transmission gear ring (2033), the first input gear (102) is arranged in mesh with the first transmission gear (2031), the connecting plate (2032) is respectively connected with the transmission gear ring (2033) and the first transmission gear (2031), and the transmission gear ring (2033) is arranged in mesh with the plurality of planet gears (2023).
4. The dynamic gear shifting speed reducer according to claim 3, wherein the input mechanism (1) further comprises a second input gear (103), the second transmission assembly (204) comprises a second transmission gear shaft (2041) and a sun shaft (2042), the sun shaft (2042) is sleeved on the transmission shaft (201), one end of the sun shaft (2042) is connected with the sun gear (2022), the second transmission gear shaft (2041) is sleeved on the sun shaft (2042), the second transmission gear shaft (2041) is meshed with the second input gear (103), and the second transmission gear shaft (2041) is in transmission connection with the sun shaft (2042) through the clutch brake mechanism (4).
5. A dynamic gear reducer according to claim 4, characterised in that the clutching and braking mechanism (4) comprises a clutch (401), the input of the clutch (401) being connected to the second drive gear shaft (2041), the output of the clutch (401) being connected to the sun shaft (2042), the second drive gear shaft (2041) being drivingly connected to the sun shaft (2042) when the clutch (401) is in the engaged state, and the second drive gear shaft (2041) being disconnected from the sun shaft (2042) when the clutch (401) is in the disengaged state.
6. A dynamic gear reducer according to claim 5, characterised in that the clutch-brake mechanism (4) further comprises a brake (402), the brake (402) being provided to the sun shaft (2042) to restrict rotation of the sun shaft (2042).
7. A dynamic gear shift reducer according to claim 6 further comprising a housing (6), wherein the input mechanism (1), the transmission mechanism (2), the output mechanism (3) and the clutch brake mechanism (4) are all disposed in the housing (6), the brake (402) is connected to the housing (6), the output end of the brake (402) is connected to the sun shaft (2042), and the brake (402) limits the rotation of the sun shaft (2042) when the brake (402) is in an activated state.
8. A dynamic gear shift reducer according to claim 7, characterised in that the output of the clutch (401) is connected to the output of the brake (402).
9. The dynamic gear shifting speed reducer according to claim 1, wherein the transmission mechanism (2) further comprises a third transmission gear (205), the output mechanism (3) comprises an output shaft (301) and an output gear (302), the output gear (302) is sleeved on the output shaft (301), and the output gear (302) is meshed with the third transmission gear (205).
10. A motor vehicle, characterized by comprising a powershift retarder according to any of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110499645.4A CN113294502B (en) | 2021-05-06 | 2021-05-06 | Dynamic gear shifting speed reducer and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110499645.4A CN113294502B (en) | 2021-05-06 | 2021-05-06 | Dynamic gear shifting speed reducer and automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113294502A true CN113294502A (en) | 2021-08-24 |
| CN113294502B CN113294502B (en) | 2022-06-17 |
Family
ID=77321168
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110499645.4A Active CN113294502B (en) | 2021-05-06 | 2021-05-06 | Dynamic gear shifting speed reducer and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113294502B (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006248341A (en) * | 2005-03-09 | 2006-09-21 | Kanzaki Kokyukoki Mfg Co Ltd | Travelling power transmission for vehicle |
| CN102348568A (en) * | 2009-03-30 | 2012-02-08 | 本田技研工业株式会社 | Power transmitting device for hybrid vehicle |
| CN207178599U (en) * | 2017-08-22 | 2018-04-03 | 上海伊控动力***有限公司 | A kind of pure electric vehicle two of power failure-free keeps off gearbox |
| US20180119784A1 (en) * | 2016-10-27 | 2018-05-03 | Nio Nextev Limited | Powertrain of two speed transmission for electric-only vehicle |
| CN108204431A (en) * | 2017-12-31 | 2018-06-26 | 柳州惠林科技有限责任公司 | A kind of two-shift automatic variable speed device of planet carrier output |
| CN108443433A (en) * | 2018-05-21 | 2018-08-24 | 福州钻智汽车科技有限公司 | A kind of dynamic two shift transmission of device formula of electronic automobile-used nonoculture |
| CN109774462A (en) * | 2017-11-14 | 2019-05-21 | 吉利汽车研究院（宁波）有限公司 | A kind of automobile front drive continuous change mechanism |
| CN112211964A (en) * | 2019-07-11 | 2021-01-12 | 广州汽车集团股份有限公司 | Single-planet-row electric two-gear power driving system and vehicle |
| CN212889856U (en) * | 2020-08-21 | 2021-04-06 | 华人运通(江苏)技术有限公司 | Drive system and vehicle |
-
2021
- 2021-05-06 CN CN202110499645.4A patent/CN113294502B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006248341A (en) * | 2005-03-09 | 2006-09-21 | Kanzaki Kokyukoki Mfg Co Ltd | Travelling power transmission for vehicle |
| CN102348568A (en) * | 2009-03-30 | 2012-02-08 | 本田技研工业株式会社 | Power transmitting device for hybrid vehicle |
| US20180119784A1 (en) * | 2016-10-27 | 2018-05-03 | Nio Nextev Limited | Powertrain of two speed transmission for electric-only vehicle |
| CN207178599U (en) * | 2017-08-22 | 2018-04-03 | 上海伊控动力***有限公司 | A kind of pure electric vehicle two of power failure-free keeps off gearbox |
| CN109774462A (en) * | 2017-11-14 | 2019-05-21 | 吉利汽车研究院（宁波）有限公司 | A kind of automobile front drive continuous change mechanism |
| CN108204431A (en) * | 2017-12-31 | 2018-06-26 | 柳州惠林科技有限责任公司 | A kind of two-shift automatic variable speed device of planet carrier output |
| CN108443433A (en) * | 2018-05-21 | 2018-08-24 | 福州钻智汽车科技有限公司 | A kind of dynamic two shift transmission of device formula of electronic automobile-used nonoculture |
| CN112211964A (en) * | 2019-07-11 | 2021-01-12 | 广州汽车集团股份有限公司 | Single-planet-row electric two-gear power driving system and vehicle |
| CN212889856U (en) * | 2020-08-21 | 2021-04-06 | 华人运通(江苏)技术有限公司 | Drive system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113294502B (en) | 2022-06-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5473932B2 (en) | 2-speed transaxle gearbox for electric vehicles | |
| JP4466685B2 (en) | Power transmission device for vehicle | |
| JP2005527754A5 (en) | ||
| EP4077007B1 (en) | A gearbox for an electric powertrain | |
| CN112277612B (en) | Electric drive system and electric vehicle | |
| CN218777413U (en) | Electric drive bridge structure driven by single motor | |
| CN218777398U (en) | Three-gear electric drive bridge structure | |
| CN213291964U (en) | Two grades of transaxles of bi-motor | |
| CN112923044A (en) | Transmission power transmission system, transmission and vehicle | |
| CN113007291A (en) | Electrically-driven heavy truck multi-gear transmission system and control method thereof | |
| CN105818669B (en) | A kind of hybrid drive | |
| CN113294502B (en) | Dynamic gear shifting speed reducer and automobile | |
| US20230120603A1 (en) | Transmission and vehicle | |
| CN216923142U (en) | Transmission and electric drive system and vehicle | |
| CN216078223U (en) | Transmission power transmission system, transmission and vehicle | |
| US7422538B2 (en) | Automatic speed changer | |
| CN210371892U (en) | Transmission assembly and pure electric vehicle | |
| JP2563629B2 (en) | Powertrain for four-wheel drive vehicles | |
| JP3777965B2 (en) | transmission | |
| CN217603286U (en) | Transmission device, transmission and vehicle | |
| CN214728157U (en) | Multi-gear hybrid power speed change assembly and automobile | |
| CN218702673U (en) | External two motor two fender electric drive axles of gearshift | |
| CN219821116U (en) | Drive axle of vehicle and vehicle | |
| CN220452630U (en) | Planetary gear type electric vehicle two-gear gearbox | |
| CN212195066U (en) | Electromechanical coupling structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20230426 Address after: 430000 No. 339 Zhuanyang Avenue, Wuhan Economic and Technological Development Zone, Hubei Province Patentee after: Zhixin Technology Co.,Ltd. Address before: 430000 no.239 houguanhu Avenue, Wuhan Economic and Technological Development Zone, Hubei Province Patentee before: Dongfeng Dingxin Power System Technology Co.,Ltd. |
|
| TR01 | Transfer of patent right |