CN214492521U - Power transmission system of vehicle and vehicle - Google Patents
Power transmission system of vehicle and vehicle Download PDFInfo
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- CN214492521U CN214492521U CN202120532325.XU CN202120532325U CN214492521U CN 214492521 U CN214492521 U CN 214492521U CN 202120532325 U CN202120532325 U CN 202120532325U CN 214492521 U CN214492521 U CN 214492521U
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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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Abstract
The utility model provides a drivetrain and vehicle of vehicle, drivetrain of vehicle includes: a first powered driver; the first connecting shaft is in transmission connection with the first power driving piece; the hollow shaft is sleeved outside the first connecting shaft and can rotate relative to the first connecting shaft; a first power engagement device; a second power drive; a second connecting shaft; a second power engagement device that selectively engages the second connecting shaft and the first transmission member; and the third power driving piece is in transmission connection with the second connecting shaft. Therefore, compared with the prior art, the structure of the power transmission system can be simplified, so that the production cost and the maintenance cost of the power transmission system can be reduced, and the calibration time of a control strategy of the power transmission system can be reduced.
Description
Technical Field
The utility model relates to a vehicle technical field, in particular to power transmission system of vehicle and have power transmission system's of this vehicle.
Background
In the related art, the conventional power transmission systems are usually not uniform in configuration, iterative power transmission systems of manufacturers are upgraded on the conventional products, the structure of the power transmission system is complex and is not beneficial to the production and maintenance of the power transmission system, so that the production cost and the use cost of a vehicle are high, the power transmission system also needs to calibrate a corresponding control strategy, the research and development cost and the time cost during the design of the power transmission system are increased, and the production cost of the power transmission system is further increased.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a drivetrain of vehicle, drivetrain of this vehicle's structure is simpler, can reduce drivetrain's manufacturing cost and maintenance cost, also can reduce drivetrain's control strategy's calibration time.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a power transmission system of a vehicle includes: a first powered driver; the first connecting shaft is in transmission connection with the first power driving piece; the hollow shaft is sleeved outside the first connecting shaft and can rotate relative to the first connecting shaft; a first power engagement device selectively engaging the first connecting shaft and the hollow shaft; the second power driving piece is in transmission connection with the hollow shaft; the second connecting shaft is sleeved with a first transmission piece, the first transmission piece is in transmission connection with the hollow shaft, and the second connecting shaft is suitable for transmitting power to wheels of the vehicle; a second power engagement device that selectively engages the second connecting shaft and the first transmission member; and the third power driving piece is in transmission connection with the second connecting shaft.
In some examples of the invention, the first connecting shaft and the second connecting shaft are parallel.
In some examples of the invention, the first power output shaft of the first power driving member is drivingly connected to the first connecting shaft, and the first power output shaft is coaxially disposed with the first connecting shaft.
In some examples of the invention, the hollow shaft is provided with a second transmission member, the second power output shaft of the second power driving member being provided with a third transmission member in transmission connection with the second transmission member.
In some examples of the invention, the hollow shaft is provided with a fourth transmission member in driving connection with the first transmission member, the fourth transmission member being located in the vicinity of the second transmission member on one side of the first power driving member.
In some examples of the invention, the second connecting shaft is provided with a fifth transmission member, the fifth transmission member being in driving connection with a third power output shaft of the third power driving member.
In some examples of the present invention, the second connecting shaft further includes a sixth transmission member, the fifth transmission member is located between the sixth transmission member and the first transmission member, and the sixth transmission member is in transmission connection with a differential mechanism of the vehicle.
In some examples of the invention, the drive train has opposite first and second sides, the first power drive is provided on one of the first and second sides, and the second and third power drives are provided on the other of the first and second sides.
In some examples of the invention, the first power coupling device is provided at the first connecting shaft; the second power engagement means is provided on the second connecting shaft.
Compared with the prior art, the power transmission system of the vehicle has the following advantages:
according to the utility model discloses a power transmission system of vehicle, through at first power driving piece, first connecting axle, hollow shaft, first power engagement device, second power driving piece, second connecting axle, second power engagement device and the cooperation of third power driving piece, compare with prior art, can simplify power transmission system's structure to can reduce power transmission system's manufacturing cost and maintenance cost, also can reduce power transmission system control strategy's calibration time.
Another object of the present invention is to provide a vehicle.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a vehicle comprises the power transmission system of the vehicle.
The vehicle and the power transmission system of the vehicle have the same advantages compared with the prior art, and the detailed description is omitted.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
fig. 1 is a schematic view of a power transmission system according to an embodiment of the present invention.
Description of reference numerals:
a power transmission system 1;
a first power driver 21; a second power drive member 22; a third power drive member 23;
the first connecting shaft 31; a hollow shaft 32; a second connecting shaft 33; the first power engagement device 34; the second power engagement device 35; a flywheel 36;
a first power take-off shaft 41; a second power take-off shaft 42; a third power take-off shaft 43;
the first transmission member 51; a second transmission member 52; the third transmission member 53; a fourth transmission member 54; a fifth transmission member 55; a sixth transmission member 56; a seventh transmission member 57;
a differential gear 6.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1, a power transmission system 1 of a vehicle according to an embodiment of the present invention includes: a first power driver 21, a first connecting shaft 31, a hollow shaft 32, a first power engagement means 34, a second power driver 22, a second connecting shaft 33, a second power engagement means 35 and a third power driver 23. The first connecting shaft 31 is in transmission connection with the first power driving part 21, the hollow shaft 32 is sleeved outside the first connecting shaft 31 and can rotate relative to the first connecting shaft 31, the first power engaging device 34 selectively engages the first connecting shaft 31 and the hollow shaft 32, the second power driving part 22 is in transmission connection with the hollow shaft 32, the second connecting shaft 33 is sleeved with a first transmission part 51, the first transmission part 51 is in transmission connection with the hollow shaft 32, the second connecting shaft 33 is suitable for transmitting power to wheels of a vehicle, the second power engaging device 35 selectively engages the second connecting shaft 33 and the first transmission part 51, and the third power driving part 23 is in transmission connection with the second connecting shaft 33.
The first power driving member 21, the second power driving member 22 and the third power driving member 23 can be used for driving the vehicle to run, preferably, the first power driving member 21 can be an engine of the vehicle, the second power driving member 22 can be a first electric drive (generator) of the vehicle, and the third power driving member 23 can be a second electric drive (driving motor) of the vehicle, so as to meet the hybrid power requirement of the power transmission system 1. During the running of the vehicle, at least one of the first power driving member 21, the second power driving member 22 and the third power driving member 23 may be in an operating state, and the power transmission system 1 may be provided with a plurality of operating modes by selectively engaging the first connecting shaft 31 and the hollow shaft 32 through the first power engaging device 34 and selectively engaging the second connecting shaft 33 and the first transmission member 51 through the second power engaging device 35, and the vehicle may run in different operating modes under different conditions.
According to some specific embodiments of the present invention, the operation mode of the power transmission system 1 may include: a second electric drive mode, a dual electric drive mode, a hybrid drive mode, a travel charge mode, and an idle charge mode.
When the vehicle runs in the second electric drive driving mode, the first power coupling device 34 and the second power coupling device 35 are both in a disconnected state, the engine and the first electric drive are both in a non-working state, meanwhile, the second electric drive is in a working state, power is not transmitted to the first connecting shaft 31 and the hollow shaft 32 at the moment, power generated by the second electric drive can be transmitted to the second connecting shaft 33, and the second connecting shaft 33 can transmit the power of the second electric drive to wheels of the vehicle so as to drive the vehicle to run. And when the vehicle brakes, the second electric drive can recover the energy generated by the vehicle during braking, so that the utilization rate of power can be improved.
When the vehicle runs in the dual electric drive driving mode, the first power engagement device 34 is in a disconnected state, the second power engagement device 35 is in an engaged state, and the engine is in a non-operating state, while the first electric drive and the second electric drive are both in an operating state, at which time the first connecting shaft 31 does not transmit power, power generated by the first electric drive may be transmitted to the second connecting shaft 33 through the hollow shaft 32, power generated by the second electric drive may be transmitted to the second connecting shaft 33, and the second connecting shaft 33 may transmit power of the first electric drive and power of the second electric drive to wheels of the vehicle to drive the vehicle to run. Compared with the vehicle running in the second electric drive driving mode, the vehicle can output higher torque in the double electric drive driving mode, so that the vehicle can run in a complex road environment.
When the vehicle runs in the hybrid drive mode, the first power engagement device 34 and the second power engagement device 35 are both in an engaged state, and the engine, the first electric drive, and the second electric drive are all in an operating state, at which time the power generated by the engine can be transmitted to the second connecting shaft 33 through the first connecting shaft 31, the first power engagement device 34, and the hollow shaft 32 in this order, the power generated by the first electric drive can be transmitted to the second connecting shaft 33 through the hollow shaft 32, the power generated by the second electric drive can be transmitted to the second connecting shaft 33, and the second connecting shaft 33 can transmit the power of the engine, the power of the first electric drive, and the power of the second electric drive to the wheels of the vehicle to drive the vehicle to run. The vehicle can output higher torque in the hybrid drive mode than when the vehicle is running in the dual electric drive mode, so that the vehicle can be made to run in a more complicated road environment.
When the vehicle runs in a running charging mode, the first power coupling device 34 is in a coupling state, the second power coupling device 35 is in a decoupling state, the engine and the second electric drive are both in a working state, meanwhile, the first electric drive is in a non-working state, the engine runs in a high-efficiency region, the power generated by the engine can be transmitted to the first electric drive sequentially through the first connecting shaft 31, the first power coupling device 34 and the hollow shaft 32, the first electric drive can convert the power generated by the engine into electric energy, and the electric energy can be used for charging a battery pack of the vehicle and can also be used for the second electric drive. The power generated by the second electric drive can be transmitted to the second connecting shaft 33, and the second connecting shaft 33 can transmit the power of the second electric drive to the wheels of the vehicle to drive the vehicle to run, and the vehicle can improve the utilization rate of the power of the engine in the running charging mode.
When the vehicle adopts the idling charge mode, the vehicle can be in a stop state, the first power joint device 34 is in a joint state, the second power joint device 35 is in a disconnection state, the engine is in a working state, and simultaneously, the first electric drive and the second electric drive are both in a non-working state, the power generated by the engine can be sequentially transmitted to the first electric drive through the first connecting shaft 31, the first power joint device 34 and the hollow shaft 32, the first electric drive can convert the power generated by the engine into electric energy, and the electric energy can charge a battery pack of the vehicle, so that higher electric quantity in the battery pack of the vehicle can be ensured, and the fuel economy of the vehicle can be improved.
Compared with the prior art, through adopting first connecting axle 31, hollow shaft 32 and second connecting axle 33 transmission to connect between first power driving piece 21, second power driving piece 22 and third power driving piece 23, the structure of the power transmission system 1 of this application is simpler, is favorable to the production and the installation of power transmission system 1 to can improve power transmission system 1's commonality, thereby can make things convenient for personnel to maintain the vehicle. Further, the power transmission system 1 of the present application can cause the vehicle to travel in different travel modes by simply adjusting the engagement states of the first power engagement device 34 and the second power engagement device 35. The power transmission system 1 can reduce the calibration time and the calibration difficulty of the control strategy, and can reduce the research and development cost of the vehicle, thereby reducing the production cost and the use cost of the vehicle.
Therefore, the first connecting shaft 31, the hollow shaft 32 and the second connecting shaft 33 are used for transmission connection among the first power driving part 21, the second power driving part 22 and the third power driving part 23, compared with the prior art, the structure of the power transmission system 1 can be simplified, the production cost and the maintenance cost of the power transmission system 1 can be reduced, and the calibration time of the control strategy of the power transmission system 1 can also be reduced.
In some embodiments of the present invention, as shown in fig. 1, the first connecting shaft 31 may be disposed in parallel with the second connecting shaft 33. The hollow shaft 32 is sleeved outside the first connecting shaft 31, and the first connecting shaft 31 and the hollow shaft 32 can be coaxially arranged, that is, the central axis of the first connecting shaft 31 coincides with the central axis of the hollow shaft 32, so that the interference between the first connecting shaft 31 and the hollow shaft 32 can be prevented, and the first power connecting device 34 is sleeved outside the first connecting shaft 31, so that a coupler can be reduced between the first connecting shaft 31 and the first power connecting device 34, and the structure of the power transmission system 1 can be simplified.
Specifically, the first connecting shaft 31 and the second connecting shaft 33 are arranged in parallel, the hollow shaft 32 can be arranged in parallel with the second connecting shaft 33, preferably, the first transmission member 51 can be a spur gear, the first transmission member 51 can transmit power between the second connecting shaft 33 and the hollow shaft 32, and by arranging the first connecting shaft 31 and the second connecting shaft 33 in parallel, the tooth surface pressure of the first transmission member 51 can be reduced, so that the loss of the first connecting shaft 31, the second connecting shaft 33, the hollow shaft 32 and the first transmission member 51 can be reduced, the service life of the power transmission system 1 can be prolonged, the structural size of the power transmission system 1 in the vertical direction in fig. 1 can be reduced, and the structure of the power transmission system 1 can be more compact.
In some embodiments of the present invention, as shown in fig. 1, the first power output shaft 41 of the first power driving member 21 may be in transmission connection with the first connecting shaft 31, and the first power output shaft 41 may be coaxially disposed with the first connecting shaft 31, preferably, the central axis of the first power output shaft 41 coincides with the central axis of the first connecting shaft 31. When the first power driving member 21 is an engine, a flywheel 36 may be disposed between the first power output shaft 41 and the first connecting shaft 31, one end of the first power output shaft 41 may be connected to the first power driving member 21, the other end of the first power output shaft 41 may be connected to one side of the flywheel 36, the other side of the flywheel 36 may be connected to the first connecting shaft 31, and power generated by the engine may be sequentially transmitted to the first connecting shaft 31 through the first power output shaft 41 and the flywheel 36.
Specifically, as shown in fig. 1, the left end of the first power output shaft 41 may be connected to the output end of the first power driving element 21, the right end of the first power output shaft 41 may be connected to the left end of the flywheel 36, the right end of the flywheel 36 may be connected to the left end of the first connecting shaft 31, the first power output shaft 41 may be disposed coaxially with the first connecting shaft 31, that is, the central axis of the first power output shaft 41 may be aligned with the central axis of the first connecting shaft 31, when the first power output shaft 41 rotates, the first connecting shaft 31 disposed coaxially with the first power output shaft 41 may not rotate along the circumferential direction of the first power output shaft 41, and it may be ensured that the first connecting shaft 31 is at a fixed position in the power transmission system 1, so as to prevent the first connecting shaft 31 from bending, and improve the service life of the first connecting shaft 31.
In some embodiments of the present invention, as shown in fig. 1, the hollow shaft 32 may be provided with a second transmission member 52, the second transmission member 52 may be directly fixedly connected to the hollow shaft 32, the second power output shaft 42 of the second power driving member 22 may be provided with a third transmission member 53 in transmission connection with the second transmission member 52, and the third transmission member 53 may be directly fixedly connected to the second power output shaft 42. Preferably, the second transmission member 52 and the third transmission member 53 may be configured as gears, the second transmission member 52 may be sleeved on the hollow shaft 32, the third transmission member 53 may be sleeved on the second power output shaft 42, and the gear teeth of the second transmission member 52 may be engaged with the gear teeth of the third transmission member 53, that is, the hollow shaft 32 and the second power output shaft 42 may transmit power in a gear transmission manner, so that the arrangement may enable a determined transmission ratio between the hollow shaft 32 and the second power output shaft 42, and may also ensure smooth power transmission between the hollow shaft 32 and the second power output shaft 42.
By providing the second transmission 52 and the third transmission 53 between the hollow shaft 32 and the second power output shaft 42, the power of the hollow shaft 32 can be transmitted to the second power driving member 22 through the second transmission 52, the third transmission 53 and the second power output shaft 42, and the power generated by the second power driving member 22 can also be transmitted to the hollow shaft 32 through the second transmission 52, the third transmission 53 and the second power output shaft 42. Specifically, when the vehicle travels in the dual electric drive driving mode or the hybrid driving mode, the power generated by the second power driving member 22 may be output to the second connecting shaft 33 through the second power output shaft 42, the third transmission 53, the second transmission 52 and the hollow shaft 32 in order, and the second connecting shaft 33 may transmit the power of the second electric drive to the wheels of the vehicle to drive the vehicle to travel.
When the vehicle works in the driving charging mode and the idling charging mode, the power generated by the engine can be transmitted to the second power driving part 22 through the first power output shaft 41, the first connecting shaft 31, the hollow shaft 32, the second transmission part 52, the third transmission part 53 and the second power output shaft 42 in sequence, the second power driving part 22 can convert the power of the engine into electric energy, and therefore the utilization efficiency of the power of the engine can be improved, and the technical effect of bidirectional transmission of the power between the hollow shaft 32 and the second power output shaft 42 can be achieved by arranging the second transmission part 52 and the third transmission part 53 between the hollow shaft 32 and the second power output shaft 42.
In some embodiments of the present invention, as shown in fig. 1, the hollow shaft 32 may be provided with a fourth transmission member 54 in transmission connection with the first transmission member 51, the fourth transmission member 54 may be directly and fixedly connected with the hollow shaft 32, and the fourth transmission member 54 may be located on the side of the second transmission member 52 close to the first power driving member 21. Preferably, when the first transmission member 51 is configured as a gear, the fourth transmission member 54 may also be configured as a gear, the first transmission member 51 and the fourth transmission member 54 may be in meshing transmission, and power may be transmitted through a tooth surface of the first transmission member 51 and a tooth surface of the fourth transmission member 54. As shown in fig. 1, the side of the second transmission member 52 close to the first power driving member 21 is the left side of the second transmission member 52, and the fourth transmission member 54 can be disposed between the first power coupling device 34 and the second transmission member 52 in the left-right direction in fig. 1, which can make the structure of the power transmission system 1 more compact, thereby reducing the amount of space occupied by the power transmission system 1 on the vehicle, and further making the vehicle have a larger assembly space.
It should be noted that, when the first transmission member 51 and the fourth transmission member 54 are both gears, a certain transmission ratio exists between the first transmission member 51 and the fourth transmission member 54, and the number of teeth of the first transmission member 51 is greater than that of the fourth transmission member 54, and when power is transmitted from the hollow shaft 32 to the second connecting shaft 33, the first transmission member 51 and the fourth transmission member 54 can realize speed reduction and torque increase of the power, so that the wheel can obtain a larger torque.
In some embodiments of the present invention, as shown in fig. 1, the second connecting shaft 33 may be provided with a fifth transmission member 55, the fifth transmission member 55 may be directly fixedly connected to the second connecting shaft 33, and the fifth transmission member 55 may be in transmission connection with the third power output shaft 43 of the third power driving member 23. One end of the third power output shaft 43 may be connected to the output end of the third power driving element 23, the other end of the third power output shaft 43 may be sleeved with a seventh transmission element 57, and the third power output shaft 43 may be in transmission connection with the fifth transmission element 55 on the second connecting shaft 33 through the seventh transmission element 57. Preferably, the fifth transmission member 55 and the seventh transmission member 57 are both provided as gears, and the fifth transmission member 55 and the seventh transmission member 57 have a certain transmission ratio therebetween, so that when the third power driving member 23 is operated, the third power driving member 23 can output power to the second connecting shaft 33 through the certain transmission ratio between the fifth transmission member 55 and the seventh transmission member 57, thereby making the speed of the vehicle adjustable.
In some embodiments of the present invention, as shown in fig. 1, the second connecting shaft 33 may further be provided with a sixth transmission member 56, and in the axial direction of the second connecting shaft 33, i.e. the left and right direction in fig. 1, the fifth transmission member 55 is located between the sixth transmission member 56 and the first transmission member 51, and the sixth transmission member 56 is in transmission connection with the differential mechanism 6 of the vehicle. The sixth transmission member 56 may be configured as a gear, the differential 6 may be provided with a gear portion, the sixth transmission member 56 may be in meshing connection with the gear portion, power integrated on the second connection shaft 33 may be transmitted to the differential 6 through the sixth transmission member 56, the differential 6 may be connected to wheels on two sides of the vehicle through two half shafts, the differential 6 may distribute the power to the wheels on two sides, and the power may drive the wheels to rotate so as to drive the vehicle to travel on a road surface.
Moreover, the sixth transmission member 56 may be sleeved on the second connecting shaft 33, or the sixth transmission member 56 may be integrally formed with the second connecting shaft 33, preferably, the sixth transmission member 56 is integrally formed with the second connecting shaft 33, so that the number of parts of the power transmission system 1 can be reduced, and the production cost of the vehicle can be further reduced.
It should be noted that, there is a definite transmission ratio between the sixth transmission member 56 and the gear portion of the differential mechanism 6, and the number of teeth of the sixth transmission member 56 is smaller than that of the gear portion, when the power is transmitted from the second connecting shaft 33 to the differential mechanism 6, the sixth transmission member 56 and the gear portion can realize speed reduction and torque increase of the power, so as to obtain larger torque for the wheels.
In some embodiments of the present invention, as shown in fig. 1, the drivetrain 1 may have opposing first and second sides, the first power drive 21 may be disposed on one of the first and second sides, and the second and third power drives 22, 23 may be disposed on the other of the first and second sides. It should be noted that, as shown in fig. 1, the first side of the power transmission system 1 may be referred to as a left side of the power transmission system 1, and the second side of the power transmission system 1 may be referred to as a right side of the power transmission system 1.
In a specific embodiment of the present invention, the first power driving member 21 can be disposed on the first side, and both the second power driving member 22 and the third power driving member 23 can be disposed on the second side, in another specific embodiment of the present invention, the first power driving member 21 can be disposed on the second side, and both the second power driving member 22 and the third power driving member 23 can be disposed on the first side. By respectively arranging the first power driving part 21, the second power driving part 22 and the third power driving part 23 on different sides of the power transmission system 1, the relative balance of the weight distribution on two sides of the vehicle can be kept, and the longitudinal size of the power transmission system 1 can be reduced, wherein the longitudinal direction of the power transmission system 1 refers to the up-down direction in fig. 1, so that the size of the power transmission system 1 can be reduced, and the arrangement space occupied by the power transmission system 1 in the vehicle can be reduced.
In some embodiments of the present invention, as shown in fig. 1, the first power coupling device 34 may be disposed on the first connecting shaft 31, and the second power coupling device 35 may be disposed on the second connecting shaft 33. Preferably, the first power engaging device 34 may be a clutch, the clutch may include a first engaging disc, an intermediate disc and a second engaging disc, the first engaging disc may be sleeved on the first connecting shaft 31 and may rotate along with the first connecting shaft 31, the second engaging disc may be disposed at an end of the hollow shaft 32 near the first power driving member 21 and may rotate along with the hollow shaft 32, and the intermediate disc may be sandwiched between the first engaging disc and the second engaging disc.
When the first power engagement device 34 is engaged, the first engagement disc may be engaged with the second engagement disc through the intermediate disc, the first engagement disc may have the same rotation speed after being engaged with the intermediate disc and the second engagement disc, and the first engagement disc may drive the hollow shaft 32 to rotate through the second engagement disc, so that the technical effect of the first connecting shaft 31 transmitting power to the hollow shaft 32 may be achieved.
Preferably, the second power coupling device 35 may be a fork, and the second power coupling device 35 may be disposed adjacent to the first transmission member 51. Also, the first transmission member 51 may be provided with a synchronizer, and the first transmission member 51 may be connected to the second connecting shaft 33 by the synchronizer and the shift fork only when the second power engagement device 35 is in the engaged state. Specifically, as shown in fig. 1, a second power engagement device 35 (a fork) may be provided on the right side of the first transmission member 51, and when the fork is shifted to the left, the fork may drive the synchronizer to move so as to engage the first transmission member 51 with the second connecting shaft 33, and when the first transmission member 51 is engaged with the second connecting shaft 33, the first transmission member 51 may transmit power between the hollow shaft 32 and the second connecting shaft 33. When the shifting fork is shifted to the right, the shifting fork can drive the synchronizer to move, so that the first transmission piece 51 is separated from the second connecting shaft 33, after the first transmission piece 51 is separated from the second connecting shaft 33, the first transmission piece 51 can idle on the second connecting shaft 33, and the power of the hollow shaft 32 cannot be transmitted to the second connecting shaft 33. By controlling the second power engagement device 35 to dial to the left or right, a technical effect of the second power engagement device 35 selectively engaging the second connecting shaft 33 and the first transmission member 51 can be achieved.
According to the utility model discloses the vehicle, including foretell power transmission system 1, power transmission system 1 sets up on the vehicle, through at first power driving piece 21, adopt first connecting axle 31 between second power driving piece 22 and the third power driving piece 23, hollow shaft 32 and the transmission of second connecting axle 33 are connected, compared with the prior art, power transmission system 1's structure can be simplified, thereby can reduce power transmission system 1's manufacturing cost and maintenance cost, also can reduce power transmission system 1 control strategy's calibration time, and then can reduce the manufacturing cost of vehicle.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A driveline (1) for a vehicle, comprising:
a first powered driver (21);
the first connecting shaft (31), the first connecting shaft (31) is in transmission connection with the first power driving part (21);
the hollow shaft (32) is sleeved outside the first connecting shaft (31) and can rotate relative to the first connecting shaft (31);
a first power engagement device (34), the first power engagement device (34) selectively engaging the first connecting shaft (31) and the hollow shaft (32);
a second power driving part (22), wherein the second power driving part (22) is in transmission connection with the hollow shaft (32);
a second connecting shaft (33), wherein a first transmission piece (51) is sleeved on the second connecting shaft (33), the first transmission piece (51) is in transmission connection with the hollow shaft (32), and the second connecting shaft (33) is suitable for transmitting power to wheels of the vehicle;
a second power engagement device (35), the second power engagement device (35) selectively engaging the second connecting shaft (33) and the first transmission member (51);
and the third power driving piece (23), wherein the third power driving piece (23) is in transmission connection with the second connecting shaft (33).
2. The driveline (1) of a vehicle according to claim 1, characterised in that the first connecting shaft (31) and the second connecting shaft (33) are parallel.
3. The vehicle driveline (1) of claim 1, wherein the first power output shaft (41) of the first power driver (21) is in driving connection with the first connecting shaft (31), and the first power output shaft (41) is arranged coaxially with the first connecting shaft (31).
4. A vehicle driveline (1) according to claim 1, wherein the hollow shaft (32) is provided with a second transmission member (52) and the second power output shaft (42) of the second power drive member (22) is provided with a third transmission member (53) in driving connection with the second transmission member (52).
5. A vehicle driveline (1) according to claim 4, wherein the hollow shaft (32) is provided with a fourth transmission member (54) in driving connection with the first transmission member (51), the fourth transmission member (54) being located on the side of the second transmission member (52) adjacent the first powered drive member (21).
6. A vehicle driveline (1) according to claim 1, wherein the second connecting shaft (33) is provided with a fifth transmission (55), the fifth transmission (55) being in driving connection with the third power take-off shaft (43) of the third power drive member (23).
7. A driveline (1) of a vehicle according to claim 6, characterised in that the second connecting shaft (33) is further provided with a sixth transmission member (56), the fifth transmission member (55) being located between the sixth transmission member (56) and the first transmission member (51), the sixth transmission member (56) being in driving connection with the differential (6) of the vehicle.
8. The vehicle driveline (1) of claim 1, wherein the driveline (1) has opposing first and second sides, the first power drive (21) is provided on one of the first and second sides, and the second (22) and third (23) power drives are provided on the other of the first and second sides.
9. The power train system (1) of a vehicle according to claim 1, characterized in that the first power engagement device (34) is provided to the first connecting shaft (31);
the second power engagement device (35) is provided to the second connecting shaft (33).
10. A vehicle, characterized by comprising a driveline (1) of a vehicle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120532325.XU CN214492521U (en) | 2021-03-15 | 2021-03-15 | Power transmission system of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120532325.XU CN214492521U (en) | 2021-03-15 | 2021-03-15 | Power transmission system of vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214492521U true CN214492521U (en) | 2021-10-26 |
Family
ID=78198587
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120532325.XU Active CN214492521U (en) | 2021-03-15 | 2021-03-15 | Power transmission system of vehicle and vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN214492521U (en) |
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2021
- 2021-03-15 CN CN202120532325.XU patent/CN214492521U/en active Active
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