CN219529730U - Multi-gear transmission mechanism, vehicle power device and vehicle - Google Patents
Multi-gear transmission mechanism, vehicle power device and vehicle Download PDFInfo
- Publication number
- CN219529730U CN219529730U CN202320455902.9U CN202320455902U CN219529730U CN 219529730 U CN219529730 U CN 219529730U CN 202320455902 U CN202320455902 U CN 202320455902U CN 219529730 U CN219529730 U CN 219529730U
- Authority
- CN
- China
- Prior art keywords
- input shaft
- gear
- planetary gear
- power
- vehicle
- 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.)
- Active
Links
Classifications
-
- 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
Landscapes
- Structure Of Transmissions (AREA)
Abstract
The utility model provides a multi-gear transmission mechanism, a vehicle power device and a vehicle, wherein the multi-gear transmission mechanism comprises a first input shaft, a second input shaft, a first planetary gear mechanism, a second planetary gear mechanism, an output shaft and a plurality of brakes; the second input shaft is sleeved on the first input shaft in a hollow mode, and the second input shaft can be selectively connected with the first input shaft through the first control unit; the first sun gear of the first planetary gear mechanism and the second sun gear of the second planetary gear mechanism are arranged on the second input shaft, the first planet carrier of the first planetary gear mechanism is connected with the second gear ring of the second planetary gear mechanism, the second planet carrier of the second planetary gear mechanism is arranged on the first input shaft, and the second gear ring of the second planetary gear mechanism is arranged on the output shaft; the plurality of brakes includes a first brake and a second brake. The multi-gear transmission mechanism has the characteristics of small axial occupied space, more compact overall structure, large bearing moment and simple gear shifting strategy.
Description
Technical Field
The utility model relates to the technical field of vehicle power transmission, in particular to a multi-gear transmission mechanism. The utility model also relates to a vehicle power device comprising the multi-gear transmission mechanism and a vehicle provided with the vehicle power device.
Background
The hybrid power technology has the advantages of reducing emission and oil consumption, and improving the dynamic performance of the vehicle, and becomes the development direction of the automobile. In the hybrid power technology, the power of the engine can be directly used for driving the vehicle, no energy conversion exists, the energy loss is small, and the structure is simple. The motor can be used as a motor or a generator, and can adopt a motor with smaller power, and has simple structure and low cost.
DHT (acronym for Dedicated Hybrid Transmission, hybrid-specific transmission) is commonly employed in hybrid architectures. In the prior art, DHTs mainly include single-stage DHTs and multi-stage DHTs. However, under the pure electric high-speed running condition, the single-gear DHT has only 1 set of speed ratio, and in order to maintain high vehicle speed, the motor rotation speed must be increased, so that the power consumption is increased, the system efficiency is reduced, and the economical efficiency is reduced. In order to realize multi-gear driving, the multi-gear DHT needs to be matched with a plurality of synchronizers or clutches, and is complicated in design. For a parallel shaft type multi-gear DHT structure, the number of transmission shafts is large, the number of corresponding bearings is also large, and failure risk is increased easily.
Disclosure of Invention
In view of the foregoing, the present utility model is directed to a multi-gear transmission mechanism for improving the usability thereof.
In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:
a multi-speed transmission mechanism comprising a first input shaft, a second input shaft, first and second planetary gear mechanisms, an output shaft, and a plurality of brakes;
the second input shaft is sleeved on the first input shaft in a hollow mode, a first control unit is arranged between the first input shaft and the second input shaft, and the second input shaft can be selectively connected with the first input shaft through the first control unit;
the first sun gear of the first planetary gear mechanism and the second sun gear of the second planetary gear mechanism are arranged on the second input shaft, the first planet carrier of the first planetary gear mechanism is connected with the second gear ring of the second planetary gear mechanism, the second planet carrier of the second planetary gear mechanism is connected with the first input shaft, and the second gear ring of the second planetary gear mechanism is connected with the output shaft;
the plurality of brakes includes a first brake for braking the second input shaft, and a second brake for braking a first ring gear of the first planetary gear mechanism.
Further, a transmission gear is arranged on the first input shaft, and the first control unit comprises a first clutch for controlling power on-off between the transmission gear and the second input shaft.
Further, the transmission gear, the first planetary gear mechanism and the second planetary gear mechanism are sequentially arranged at intervals along the axial direction of the first input shaft.
Compared with the prior art, the utility model has the following advantages:
according to the multi-gear transmission mechanism, the second input shaft is sleeved on the first input shaft in a hollow mode, the two rows of planetary gear structures are arranged on the second input shaft, and the arrangement positions of the plurality of brakes are optimized through the connection relation of the two rows of planetary gears, so that the multi-gear transmission mechanism is small in size occupied in the axial direction, the whole structure is compact, and larger torque can be borne. And when the gear is switched, only one brake or one control unit is required to be switched, and the gear shifting strategy is simple.
In addition, set up drive gear on first input shaft to set up first clutch between drive gear and second input shaft, be favorable to structural arrangement, and make the first clutch that sets up can control the power break-make between drive gear and the second input shaft, and make first input shaft and second input shaft can the selective connection.
In addition, when the multi-gear transmission mechanism is arranged on a vehicle, the multi-gear transmission mechanism can be matched with different power sources according to the vehicle type, for example, the power sources are only engines, or the power sources are only motors, or the power sources comprise the engines, the motors and the like, and the multi-gear transmission mechanism has the characteristics of wide application range and contribution to realizing platformization.
Another object of the utility model is to propose a vehicle power plant comprising a power source, and a multi-speed transmission as described above, said power source being in driving connection with said multi-speed transmission.
Further, the power source includes an engine; the engine is connected with the first input shaft, a second control unit is arranged on the first input shaft, and the second control unit is used for controlling the on-off of the output power of the engine.
Further, the second control unit adopts a clutch.
Further, the power source comprises a motor; the motor is connected with the first input shaft through a gear pair.
Further, the gear pair comprises a first gear arranged on the first input shaft and a second gear connected with the motor.
According to the vehicle power device, the multi-gear transmission mechanism is arranged, so that the occupation of space can be reduced, the space utilization rate is improved, and the arrangement of the power device is facilitated. In addition, the gear shifting device also has the characteristics of good dynamic property, smooth gear shifting and simple gear shifting strategy, and can better meet the use requirements of customers.
In addition, the power source includes an engine coupled to the first input shaft to enable an engine-driven mode. The second control unit adopts the existing clutch, and the cost is lower, is convenient for set up. The power source comprises a motor and is connected with the first input shaft through a gear pair, so that arrangement of the motor is facilitated, and a motor driving mode is also facilitated. When the power source adopts two powers of an engine and a motor, a hybrid driving mode can be realized, and the requirements of customers can be better met.
The utility model also provides a vehicle, wherein the vehicle power device is arranged in the vehicle.
The vehicle provided by the utility model not only can save occupied space, but also can simultaneously meet the requirements of low-speed starting dynamics and high-speed cruising economy by arranging the vehicle power device, and has the characteristics of multiple driving modes and high system efficiency.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:
FIG. 1 is a schematic diagram of a multi-gear transmission mechanism according to an embodiment of the present utility model in an applied state;
FIG. 2 is a control logic diagram of a shift of a multi-speed transmission according to an embodiment of the present utility model;
reference numerals illustrate:
1. a first input shaft; 2. a second input shaft; 3. a first planetary gear mechanism; 31. a first sun gear; 32. a first planet; 33. a first planet carrier; 34. a first ring gear; 4. a second planetary gear mechanism; 41. a second sun gear; 42. a second planet wheel; 43. a second carrier; 44. a second ring gear; 5. an output shaft; 6. a first clutch; 7. a second clutch; 8. a first brake; 9. a second brake; 11. a first gear; 12. a second gear; 10. an engine; 101. a power output shaft; 20. a motor; 201. a power shaft.
Detailed Description
It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.
In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.
The utility model will be described in detail below with reference to the drawings in connection with embodiments.
The embodiment relates to a multi-gear transmission mechanism, which is beneficial to improving the service performance of the multi-gear transmission mechanism.
The multi-speed transmission mechanism of the present embodiment is, as shown in fig. 1, mainly composed of a first input shaft 1, a second input shaft 2, first and second planetary gear mechanisms 3 and 4, an output shaft 5, and a plurality of brakes.
The second input shaft 2 is sleeved on the first input shaft 1, a first control unit is arranged between the first input shaft 1 and the second input shaft 2, and the second input shaft 2 can be selectively connected with the first input shaft 1 through the first control unit.
The first sun gear 31 of the first planetary gear mechanism 3 and the second sun gear 41 of the second planetary gear mechanism 4 are provided on the second input shaft 2, the first carrier 33 of the first planetary gear mechanism 3 is connected with the second ring gear 44 of the second planetary gear mechanism 4, the second carrier 43 of the second planetary gear mechanism 4 is provided on the first input shaft 1, and the second ring gear 44 of the second planetary gear mechanism 4 is provided on the output shaft 5;
the plurality of brakes includes a first brake 8 for braking the second input shaft 2, and a second brake 9 for braking the first ring gear 34 of the first planetary gear mechanism 3.
The multi-gear transmission mechanism of the embodiment is characterized in that the second input shaft 2 which is sleeved on the first input shaft 1 through the arranged empty sleeve, and the two rows of planetary gear structures which are arranged on the second input shaft 2 are arranged, and the arrangement positions of the plurality of brakes and the connection relation of the two rows of planetary gears are optimized, so that the multi-gear transmission mechanism is small in size occupied in the axial direction, the whole structure is more compact, and larger torque can be borne. And when the gear is switched, only one brake or one control unit is required to be switched, and the gear shifting strategy is simple.
In detail, with continued reference to fig. 1, in this embodiment, as also described above, the second input shaft 2 is sleeved on the first input shaft 1, a first control unit is disposed between the first input shaft 1 and the second input shaft 2, and the second input shaft 2 can be selectively connected to the first input shaft 1 through the first control unit. By providing the first control unit in this way, it is possible to transmit power only to the first input shaft 1, or only to the second input shaft 2, or to rotate the first input shaft 1 and the second input shaft 2 in synchronization.
It is understood that the first control unit may be arranged on the first input shaft 1, which may also be arranged on the second input shaft 2.
In this embodiment, a transmission gear is fixed on the first input shaft 1, and the first control unit includes a first clutch 6 for controlling power on/off between the transmission gear and the second input shaft 2. The transmission gear may be, as shown in fig. 1, a first gear 11, where a first clutch 6 is provided on the first gear 11, and a connection end is provided on one end of the second input shaft 2, where the first clutch 6 can be selectively connected to the connection end, so as to enable power to be transmitted to only the first input shaft 1, or to only the second input shaft 2, or to enable the first input shaft 1 and the second input shaft 2 to rotate synchronously.
It will be understood, of course, that the above-described transmission gear may be separately fixed to the first input shaft 1. It is also possible that it is arranged spaced side by side with the first gear 11 shown in fig. 1. It will also be appreciated that the first control unit of the present embodiment may employ a synchronizer provided between the first input shaft 1 and the second input shaft 2 in addition to the first clutch 6 described above, so that selective connection of the first input shaft 1 and the second input shaft 2 can be achieved. In addition, when the structure of the synchronizer is adopted, the arrangement form of the synchronizer and the arrangement position of the synchronizer can be specifically designed according to practical situations.
In the present embodiment, two sets of planetary gear mechanisms, namely, the first planetary gear mechanism 3 and the second planetary gear mechanism 4, are arranged side by side on the second input shaft 2. The first planetary gear mechanism 3 includes a first sun gear 31, a first planet gear 32, a first carrier 33, and a first ring gear 34. The second planetary gear mechanism 4 includes a second sun gear 41, a second planet gear 42, a second planet carrier 43, and a second ring gear 44.
The first sun gear 31 and the second sun gear 41 are fixed to the second input shaft 2, the first carrier 33 is connected to the second ring gear 44, the second carrier 43 is connected to the first input shaft 1, and the second ring gear 44 is connected to the output shaft 5.
In the present embodiment, the first brake 8 is provided at one end of the second input shaft 2 for braking the second input shaft 2, and the second brake 9 is provided for braking the first ring gear 34 of the first planetary gear mechanism 3.
As a preferred embodiment, in the present embodiment, the transmission gear, the first planetary gear mechanism 3, and the second planetary gear mechanism 4 are sequentially arranged at intervals along the axial direction of the first input shaft 1. That is, the transmission gear is arranged close to one side of the power source, so that the whole structure and the arrangement of the power source are convenient, and the realization of multiple driving modes is facilitated.
In addition, the embodiment also relates to a vehicle power device, which comprises a power source and the multi-gear transmission mechanism, wherein the power source is in transmission connection with the multi-gear transmission mechanism.
In a preferred embodiment, the power source includes an engine 10, the engine 10 is connected with the first input shaft 1, and a second control unit is arranged on the first input shaft 1 and is used for controlling on-off of power output by the engine 10. Specifically, the second control unit employs a clutch provided between the power output shaft 101 of the engine 10 and the first input shaft 1.
In the above configuration, the power source employs the engine 10, and the power of the engine 10 can be transmitted to the first input shaft 1, or to the second input shaft 2, or the first input shaft 1 and the second input shaft 2 can be simultaneously driven to rotate in synchronization, so that the engine driving mode, and a plurality of gear modes of the engine driving mode can be realized.
As another preferred embodiment, the power source comprises an electric motor 20, which electric motor 20 is connected to the first input shaft 1 by means of a gear pair. The gear pair comprises a first gear 11 fixedly arranged on the first input shaft 1 and a second gear 12 connected with a power shaft 201 of the motor 20. In this configuration, the motor 20 is used as a power source, so that the power of the motor 20 is transmitted to the first input shaft 1, or transmitted to the second input shaft 2, or the first input shaft 1 and the second input shaft 2 are simultaneously driven to rotate synchronously, thereby realizing a motor driving mode and a plurality of gear modes of the motor driving mode.
As still another preferred embodiment of the present embodiment, i.e., the structure shown in fig. 1, in the present embodiment, the power source includes an engine 10 and a motor 20, a power output shaft 101 of the engine 10 is connected to a first input shaft 1, and a second clutch 7 for controlling the on-off of the engine power is provided on the first input shaft 1.
The first gear 11 is also fixed to the first input shaft 1. The power shaft 201 of the motor 20 is arranged in parallel with the first input shaft 1, the second gear 12 is fixedly arranged on the power shaft 201, the first gear 11 and the second gear 12 are meshed and connected to form the gear pair, and the power of the motor 20 is transmitted to the first input shaft through the gear pair, namely through the second gear 12 and the first gear 11. Furthermore, a first clutch 6 is provided between the first gear 11 and the second input shaft 2 to enable the first input shaft 1 and the second input shaft 2 to be selectively connectable.
The vehicle power device can realize multiple modes such as pure electric direct drive running, engine direct drive running, hybrid power running, starting of an engine, idling and running charging, braking energy recovery and the like by applying the multi-gear transmission mechanism, and has high system efficiency and obvious oil saving effect. Compared with a driven parallel shaft type structure, the double-row planetary gear mechanism is adopted in the embodiment, and the double-row planetary gear mechanism has the advantages of small occupied space, convenience in arrangement and large bearing torque. Meanwhile, in a pure form mode, the requirements of low-speed starting dynamic property and high-speed cruising economy can be simultaneously met.
A plurality of modes of implementation of the vehicle power plant will be described in detail below, taking the vehicle power plant shown in fig. 1 as an example.
In the vehicle power unit of the present embodiment, the control method in each drive mode can be described with reference to fig. 2. Wherein C1 represents the first clutch 6, K0 represents the second clutch 7, B1 represents the first brake 8, and B2 represents the second brake 9. When each gear mode is realized, the positions of the first clutch 6 and the second clutch 7 drawn with a 'v' mark that the clutch is engaged, otherwise the empty position indicates that the clutch is disengaged, the positions of the first brake 8 and the second brake 9 drawn with a 'v' mark that the brake is braked, and otherwise the empty position indicates that the brake is not operated.
The motor directly drives the gear power transmission route:
gear 1: the second brake 9 is combined, and the motor 20 is input as a power source.
At this time, the power transmission route path: the power is transmitted to the motor power shaft 201 through the motor rotor, then to the second gear 12, then to the first gear 11, then to the first input shaft 1, then to the second planet carrier 43 through the first input shaft 1, then to the second planet wheel 42, then to the second gear ring 44 and then to the output shaft 5; another part of the power is transmitted to the second sun gear 41, to the first sun gear 31, to the first planet gears 32, to the first planet carrier 33 and to the output shaft 5.
Gear 2: the first clutch 6 is engaged, and the motor 20 is input as a power source.
Power path: as the first clutch 6 is engaged, the second sun gear 41 and the second carrier 43 are connected together, and the entire planetary row is integrated. Therefore, the power is transmitted to the motor power shaft 201 through the motor rotor, then to the second gear 12, then to the first gear 11, then to the first input shaft 1, and then directly transmitted to the output shaft 5 without planetary gear power split.
3 rd gear: the first brake 8 is combined, and the motor 20 is input as a power source.
Power path: the power is transmitted to the motor power shaft 201 through the motor rotor, then to the second gear 12, then to the first gear 11, then to the first input shaft 1, then to the second planet carrier 43, then to the second planet wheel 42, then a part of power is transmitted to the second gear ring 44 and then to the output shaft 5; another part of the power is transmitted to the second sun gear 41, to the second input shaft 2 and to the first brake 8.
It should be noted here that the vehicle power plant described above can be operated with reverse gear by reversing the electric machine, i.e. with three reverse gears in the electric machine direct drive mode.
The engine directly drives the gear power transmission route:
gear 1: the second clutch 7 is engaged, the second brake 9 is engaged, and the engine 10 is input as a power source.
Power path: the power is transmitted to the power output shaft 101 through the engine 10, then to the second clutch 7, then to the first input shaft 1, then to the second planet carrier 43, then to the second planet gears 42, then to the second ring gear 44 and then to the output shaft 5. Another part of the power is transmitted to the second sun gear 41, to the second input shaft 2, to the first sun gear 31, to the first planet gears 32, to the first planet carrier 33 and to the output shaft 5.
Gear 2: the second clutch 7 is engaged, the first clutch 6 is engaged, and the engine 10 is input as a power source.
Power path: as the first clutch 6 is engaged, the second sun gear 41 and the second carrier 43 are connected together, and the entire planetary row is integrated. Therefore, the power is transmitted to the power output shaft 101 via the engine 10, then to the second clutch 7, then to the first input shaft 1, and then directly to the output shaft 5 without planetary gear power split.
3 rd gear: the second clutch 7 is engaged, the first brake 8 is engaged, and the engine 10 is input as a power source.
Power path: the power is transmitted to the power output shaft 101 through the engine 10, then to the second clutch 7, then to the first input shaft 1, then to the second planet carrier 43, then to the second planet gears 42, then a part of the power is transmitted to the second gear ring 44 and then to the output shaft 5; another part of the power is transmitted to the second sun gear 41, to the second input shaft 2 and to the first brake 8.
Hybrid power transmission route:
the motor 10 and the engine 20 are simultaneously driven as power source inputs, and in the case of 1 gear, the second clutch 7 is engaged, the second brake 9 is engaged, and the detailed power paths can be referred to the power transmission paths of the above-described medium motor direct drive 1 gear and engine direct drive 1 gear. In the 2 nd gear, the second clutch 7 is engaged, the first clutch 6 is engaged, and the detailed power path can refer to the power transmission paths of the above-mentioned medium motor direct drive 2 nd gear and engine direct drive 2 nd gear. In the 3 rd gear, the second clutch 7 is engaged, the first brake 8 is engaged, and the detailed power paths can be referred to the power transmission paths of the above-described medium motor direct drive 3 rd gear and engine direct drive 3 rd gear.
In addition to the modes described above, the vehicle power device of the embodiment can also realize modes such as engine start, idle charge, driving charge, braking energy recovery, and the like. Wherein:
starting the engine: the power is transmitted to the power shaft 201, the second gear 12, the first gear 11, the first input shaft 1, the second clutch 7, the power output shaft 101, and the engine 10 in this order via the rotor of the motor 20.
Idle speed charging: power is transmitted to the power output shaft 101, the second clutch 7, the first input shaft 1, the first gear 11, the second gear 12 and the power shaft 201 in sequence through the engine 10 to drive the rotor of the motor 20 to charge the battery.
Charging during driving: a part of the power of the engine 10 is transmitted to the power output shaft 101, the second clutch 7, the first input shaft 1, the first gear 11, the second gear 12, and the power shaft 201 in this order via the engine 10 to drive the rotor of the motor 20 to charge the battery. And the other part drives the vehicle to run through the direct-drive gear power transmission route of the engine.
And (3) braking energy recovery: the braking energy is reversely transmitted to the rotor of the motor 20 by the output shaft 5 through the direct-drive gear power transmission route of the motor, and then transmitted to the battery for energy recovery.
In addition, the present embodiment also relates to a vehicle in which the vehicle power device as described above is provided.
The vehicle of the embodiment not only can save occupied space, but also can simultaneously meet the requirements of low-speed starting dynamic property and high-speed cruising economical efficiency by arranging the vehicle power device, and has the characteristics of multiple driving modes and high system efficiency.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.
Claims (9)
1. A multi-gear transmission mechanism, characterized in that:
comprises a first input shaft (1), a second input shaft (2), a first planetary gear mechanism (3) and a second planetary gear mechanism (4), an output shaft (5), and a plurality of brakes;
the second input shaft (2) is sleeved on the first input shaft (1), a first control unit is arranged between the first input shaft (1) and the second input shaft (2), and the second input shaft (2) can be selectively connected with the first input shaft (1) through the first control unit;
the first sun gear (31) of the first planetary gear mechanism (3) and the second sun gear (41) of the second planetary gear mechanism (4) are arranged on the second input shaft (2), the first planet carrier (33) of the first planetary gear mechanism (3) is connected with the second gear ring (44) of the second planetary gear mechanism (4), the second planet carrier (43) of the second planetary gear mechanism (4) is connected with the first input shaft (1), and the second gear ring (44) of the second planetary gear mechanism (4) is connected with the output shaft (5);
the plurality of brakes includes a first brake (8) for braking the second input shaft (2), and a second brake (9) for braking a first ring gear (34) of the first planetary gear mechanism (3).
2. The multi-speed transmission according to claim 1, wherein:
the first input shaft (1) is provided with a transmission gear, and the first control unit comprises a first clutch (6) for controlling power on-off between the transmission gear and the second input shaft (2).
3. The multi-speed transmission according to claim 2, wherein:
the transmission gear, the first planetary gear mechanism (3) and the second planetary gear mechanism (4) are sequentially arranged at intervals along the axial direction of the first input shaft (1).
4. A vehicle power plant, characterized by:
the vehicle power plant comprises a power source and a multi-gear transmission mechanism according to any one of claims 1 to 3, wherein the power source is in transmission connection with the multi-gear transmission mechanism.
5. The vehicle power plant according to claim 4, characterized in that:
the power source includes an engine (10);
the engine (10) is connected with the first input shaft (1), and a second control unit is arranged on the first input shaft (1) and used for controlling the on-off of power output by the engine (10).
6. The vehicle power plant according to claim 5, characterized in that:
the second control unit adopts a clutch.
7. The vehicle power plant according to claim 4, characterized in that:
the power source includes an electric motor (20);
the motor (20) is connected with the first input shaft (1) through a gear pair.
8. The vehicle power plant according to claim 7, characterized in that:
the gear pair comprises a first gear (11) arranged on the first input shaft (1) and a second gear (12) connected with the motor (20).
9. A vehicle, characterized in that:
the vehicle is provided with the vehicle power unit according to any one of claims 4 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320455902.9U CN219529730U (en) | 2023-03-06 | 2023-03-06 | Multi-gear transmission mechanism, vehicle power device and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320455902.9U CN219529730U (en) | 2023-03-06 | 2023-03-06 | Multi-gear transmission mechanism, vehicle power device and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219529730U true CN219529730U (en) | 2023-08-15 |
Family
ID=87626861
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320455902.9U Active CN219529730U (en) | 2023-03-06 | 2023-03-06 | Multi-gear transmission mechanism, vehicle power device and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219529730U (en) |
-
2023
- 2023-03-06 CN CN202320455902.9U patent/CN219529730U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8597146B2 (en) | Powertrain with two planetary gear sets, two motor/generators and multiple power-split operating modes | |
| US8721491B2 (en) | Powertrain with hybrid transmission | |
| JP6104737B2 (en) | Power transmission device for hybrid vehicle | |
| JP6227303B2 (en) | Power transmission device for hybrid vehicle | |
| WO2009135106A2 (en) | Electric variable transmission for hybrid electric vehicles with three forward modes, one reverse mode, and five fixed gears | |
| CN108116218B (en) | Multi-gear series-parallel driving system based on planetary gear train | |
| KR101459488B1 (en) | Power transmission apparatus for vehicle | |
| CN110962572B (en) | Hybrid power driving system and vehicle | |
| CN110962570B (en) | Hybrid power driving system and vehicle | |
| CN106004407A (en) | Hybrid electric drive assembly and vehicle with same | |
| CN110962577A (en) | Hybrid power gearbox and hybrid power variable speed transmission system | |
| JP6243646B2 (en) | Power transmission device for hybrid vehicle | |
| CN112895878A (en) | Longitudinally-arranged double-motor hybrid power transmission device | |
| CN111016618B (en) | Hybrid power driving system and hybrid power automobile | |
| CN219549501U (en) | Transmission, hybrid power system and hybrid power vehicle | |
| CN206633803U (en) | Oil electric mixed dynamic drive system | |
| CN219529730U (en) | Multi-gear transmission mechanism, vehicle power device and vehicle | |
| CN219809366U (en) | Multi-gear transmission mechanism, vehicle power device and vehicle | |
| CN110962574B (en) | Hybrid power driving system and vehicle | |
| CN112829575A (en) | Hybrid electric drive system with double motors and double star gear mechanisms | |
| CN215360911U (en) | Planetary hybrid drive for a motor vehicle | |
| CN220390978U (en) | Power system and vehicle | |
| CN218948924U (en) | Power transmission device, power system and vehicle | |
| CN220535395U (en) | Power device and vehicle | |
| WO2019093894A2 (en) | Hybrid power train arrangement for a vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |