CN220770058U - Speed change system, power assembly and vehicle - Google Patents

Abstract

The application is applicable to variable speed equipment technical field, proposes a speed change system, power assembly and vehicle, and speed change system includes: the device comprises a first input shaft, a second input shaft sleeve, an intermediate shaft, a compensating gear, a driven gear train, a driving gear train and an executing assembly; the actuating assembly is capable of adjusting a transmission ratio between the passive gear train and the active gear train, the actuating assembly is also capable of engaging or disengaging the compensating gear with the first input shaft, and the actuating assembly is also capable of engaging or disengaging the active gear train with the intermediate shaft; the speed change system, the first power assembly and the third power assembly are connected with the first input shaft; the second power assembly is connected with the second input shaft sleeve; a vehicle including a transmission system, or powertrain; the power of the second input shaft sleeve can be coupled to the first input shaft to enhance power, and meanwhile, the condition of power interruption in the gear shifting process of the speed change system can be improved.

Description

Speed change system, power assembly and vehicle

Technical Field

The application belongs to the technical field of speed changing equipment, and particularly relates to a speed changing system, a power assembly and a vehicle.

Background

Vehicles, particularly heavy truck vehicles, may encounter long-hill climbing road conditions during operation. At present, most conventional power vehicle types are manually shifted, some conventional power vehicle types also adopt an electric control mechanical automatic transmission (automated mechanical transmission, AMT) for automatic shifting, and new energy vehicle types (pure electric and hybrid power) adopt AMT for automatic shifting. However, no matter the manual gear shifting or the AMT automatic gear shifting, the transmission has short-time power interruption in the gear shifting process, and if the situation happens under the road condition of full-load climbing, the situation is extremely dangerous, the gear shifting action in the climbing process can cause power loss, and then the vehicle speed is reduced or even slides down.

At present, some vehicles exist, the problem of power interruption in the climbing process is solved by additionally installing a ramp sensor on the whole vehicle, specifically, the ramp sensor feeds back collected signals to the whole vehicle controller when the vehicle encounters climbing road conditions, and the whole vehicle controller adjusts a control strategy to be not gear shifting in the climbing process.

Disclosure of Invention

Aiming at the problems, the application provides a speed change system, a power assembly and a vehicle, and at least solves the problems that the prior speed changer is easy to break power and the performance is not influenced by gear change when the speed changer is shifted.

An embodiment of the present application provides a transmission system including: the device comprises a first input shaft, a second input shaft sleeve, an intermediate shaft, a compensating gear, a driven gear train, a driving gear train and an executing assembly;

the first input shaft and the second input shaft sleeve are respectively used for connecting different power sources so as to transmit power;

the second input shaft sleeve is coaxially sleeved on the first input shaft, the second input shaft sleeve can rotate relative to the first input shaft, and the compensating gear is connected with the second input shaft sleeve and is in transmission connection with the driven gear train;

the driven gear train is in transmission connection with the driving gear train, and the driving gear train can drive the intermediate shaft to rotate;

the actuation assembly is capable of adjusting a transmission ratio between the passive gear train and the active gear train, the actuation assembly is further capable of engaging or disengaging the compensating gear with the first input shaft, and the actuation assembly is further capable of engaging or disengaging the active gear train with the intermediate shaft.

Embodiments of the present application also provide a powertrain including the transmission system, and

the first power assembly is connected with the first input shaft;

the second power assembly is connected with the second input shaft sleeve;

and the third power assembly is connected with the first input shaft.

Embodiments of the present application also provide a vehicle including the transmission system, or the powertrain.

The transmission system is characterized in that the transmission system is connected with two power devices through the first input shaft and the second input shaft sleeve, and the execution assembly is arranged at the same time, so that the compensation gear can be connected with the first input shaft, the power of the second input shaft sleeve can be coupled with the first input shaft, the mutual compensation of the power of the two power devices is realized, and the power performance of the whole transmission is improved; the compensation gear is connected with the second input shaft sleeve and is connected with the intermediate shaft through the driven gear train and the driving gear train, so that the compensation gear can still drive the first output shaft to rotate when the power of the first input shaft is interrupted, and the effects of avoiding power interruption and compensating power are achieved; the actuating assembly enables the driving gear train to be engaged with or separated from the intermediate shaft, so that the intermediate shaft can be in a neutral unpowered state without being driven by the driving gear train, and the application range of the speed change system is expanded;

the transmission system is simple in structure, power of the second input shaft sleeve can be coupled to the first input shaft to strengthen power, power interruption in the gear shifting process of the transmission system can be improved, the transmission system can be in a neutral gear state to adapt to different use conditions, and the transmission system is high in practicability.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required for the embodiments or the description of the prior art will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a transmission system according to an embodiment of the present application.

Fig. 2 is a schematic view of a powertrain according to another embodiment of the present application.

The meaning of the labels in the figures is:

100. a speed change system;

10. a first input shaft;

20. a second input sleeve; 21. a compensating gear;

31. an intermediate shaft; 32. an output shaft;

40. a passive gear train;

41. compensating the driven gear; 42. a first driven gear; 43. a second driven gear; 44. a third driven gear; 45. a fourth driven gear; 46. a first driven shaft; 47. a second driven shaft;

50. an active gear train; 51. a first drive gear; 52. a second drive gear; 53. a third drive gear; 54. a fourth driving gear;

60. an execution component; 61. a first execution structure; 62. a second execution structure; 63. a third execution structure;

200. a power assembly;

70. a first power assembly; 71. a first motor; 72. a first deceleration module; 721. a first output gear; 722. a first input gear;

80. a second power assembly; 81. a second motor; 82. a second deceleration module; 821. a second output gear; 822. a second input gear;

90. a third power assembly; 91. an engine; 92. a clutch.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings, i.e. embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.

In the description of the present application, it should be understood that the terms "length," "width," "upper," "lower," and the like indicate an orientation or a positional relationship based on that shown in the drawings, and are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

Vehicles, particularly heavy truck vehicles, may encounter long-hill climbing road conditions during operation. At present, most conventional power vehicle types are manually shifted, some conventional power vehicle types also adopt an electric control mechanical automatic transmission (automated mechanical transmission, AMT) for automatic shifting, and new energy vehicle types (pure electric and hybrid power) adopt AMT for automatic shifting. However, no matter the manual gear shifting or the AMT automatic gear shifting, the transmission has short-time power interruption in the gear shifting process, and if the situation happens under the road condition of full-load climbing, the situation is extremely dangerous, the gear shifting action in the climbing process can cause power loss, and then the vehicle speed is reduced or even slides down.

At present, some vehicles exist, the problem of power interruption in the climbing process is solved by additionally installing a ramp sensor on the whole vehicle, specifically, the ramp sensor feeds back collected signals to the whole vehicle controller when the vehicle encounters climbing road conditions, and the whole vehicle controller adjusts a control strategy to be not gear shifting in the climbing process.

The speed change system is characterized in that a first input shaft and a second input shaft sleeve are arranged, so that the speed change system can be connected with two power devices at the same time, and an execution assembly is arranged at the same time, so that a compensation gear can be connected with the first input shaft, and the power of the second input shaft sleeve can be coupled with the first input shaft, so that the mutual compensation of the power of the two power devices is realized, and the power performance of the whole vehicle is improved; the compensation gear is connected with the second input shaft sleeve and is connected with the intermediate shaft through the driven gear train and the driving gear train, so that the compensation gear can still drive the first output shaft to rotate when the power of the first input shaft is interrupted, and the effects of avoiding power interruption and compensating power are achieved; the actuating assembly enables the driving gear train to be engaged with or separated from the intermediate shaft, so that the intermediate shaft can be in a neutral unpowered state without being driven by the driving gear train, and the application range of the speed change system is expanded.

For the purpose of illustrating the technical solutions described in this application, reference is made to the following description taken in conjunction with the accompanying drawings and examples.

Referring to fig. 1, a first aspect of the present application provides a transmission system 100 for a vehicle, the transmission system 100 including a first input shaft 10, a second input sleeve 20, an intermediate shaft 31, a compensating gear 21, a driven gear train 40, a driving gear train 50, and an actuator assembly 60.

The first input shaft 10 and the second input shaft sleeve 20 can be connected with different power sources respectively to achieve the effect of transmitting power to the speed change system 100; in some embodiments, the first input shaft 10 is connected to an engine, and the second input shaft sleeve 20 is connected to a motor, in which case the vehicle may be a conventional power vehicle type or a hybrid electric vehicle type; in other embodiments, the first input shaft 10 is connected to one motor and the second input shaft sleeve 20 is connected to another motor, where the vehicle is of the electrically driven type.

The second input shaft sleeve 20 is coaxially sleeved on the first input shaft 10, that is, the second input shaft sleeve 20 is coaxially arranged with the first input shaft 10, and the second input shaft sleeve 20 can rotate relative to the first input shaft 10, so that the second input shaft sleeve 20 and the first input shaft 10 can coaxially input power to the speed change system 100; in some embodiments, the second input shaft sleeve 20 is provided with a through hole extending along the axial direction thereof, and the first input shaft 10 is penetrated through the through hole, so that the second input shaft sleeve 20 can be sleeved on the first input shaft 10; bearings can be arranged in the through holes so as to avoid the mutual influence of the first input shaft 10 and the second input shaft sleeve 20, and the effect that the second input shaft sleeve 20 is movably sleeved on the first input shaft 10 is achieved; in some other embodiments, the second input shaft sleeve 20 is rotatably coaxially sleeved on the first input shaft 10, and other structures may be implemented.

The compensating gear 21 is connected to the second input shaft sleeve 20, that is, the second input shaft sleeve 20 rotates to drive the compensating gear 21 to rotate, and the compensating gear 21 is further in driving connection with the driven gear train 40.

The passive gear train 40 is in driving connection with the driving gear train 50 in addition to the compensating gear 21, i.e. the passive gear train 40 can transmit the power transmitted by the compensating gear 21 to the driving gear train 50.

The driving gear train 50 can drive the intermediate shaft 31 to rotate, and the intermediate shaft 31 is the output shaft 32 of the speed change system 100, and the intermediate shaft 31 can be connected with a differential, a wheel shaft or other structures; in some embodiments, the driving gear train 50 includes a plurality of gears, at least one gear in the driving gear train 50 is connected to the intermediate shaft 31, so that the driving gear train 50 can drive the intermediate shaft 31 to rotate, at least another gear in the driving gear train 50 is connected to the first input shaft 10, at this time, the first input shaft 10 can transmit power to the driving gear train 50 to drive the intermediate shaft 31 to rotate, and at the same time, the second input shaft sleeve 20 can transmit power to the driving gear train 50 through the compensating gear 21 and the driven gear train 40, i.e. at this time, the power input by the first input shaft 10 and the power input by the second input shaft sleeve 20 are coupled to the driving gear train 50; in other embodiments, the drive gear train 50 is coupled to only the intermediate shaft 31 to drive rotation of the intermediate shaft 31.

The actuator assembly 60 is capable of adjusting the transmission ratio between the driven gear train 40 and the driving gear train 50, specifically, the driven gear train 40 includes at least two gears, the driving gear train 50 includes at least two gears and forms at least two sets of gear sets with the gears of the driven gear train 40, the transmission ratio between the different gear sets is different, and the actuator assembly 60 is capable of engaging any one of the gears of the driving gear train 50 with the first output shaft 32 to output different power.

The execution assembly 60 can also enable the compensating gear 21 to be engaged with or disengaged from the first input shaft 10, specifically, when the compensating gear 21 is engaged with the first input shaft 10, the first input shaft 10 can also drive the compensating gear 21 to rotate, and at this time, the power input by the first input shaft 10 and the power input by the second input shaft sleeve 20 are coupled to the compensating gear 21; when the compensating gear 21 is separated from the first input shaft 10, only the second input shaft sleeve 20 can drive the compensating gear 21 to rotate, and when the executing assembly 60 shifts to adjust the transmission ratio between the passive gear train 40 and the driving gear train 50, the compensating gear 21 can always transmit power to the first output shaft 32 through the passive gear train 40 and the driving gear train 50 so as to avoid power interruption in the shifting process; the execution component 60 may be a synchronizer or other execution device.

The actuating assembly 60 can also enable the driving gear train 50 to be engaged with or disengaged from the intermediate shaft 31, when the actuating assembly 60 enables the driving gear train 50 to be engaged with the intermediate shaft 31, the compensating gear 21 can transmit power to the intermediate shaft 31 through the driven gear train 40 and the driving gear train 50, and at this time, no matter whether the compensating gear 21 is engaged with or disengaged from the first input shaft 10, the compensating gear 21 can always transmit power to the intermediate shaft 31, that is, the transmission system 100 can always output power in the process of switching the transmission ratio between the driving gear train 50 and the driven gear train 40 by the actuating assembly 60; when the actuating assembly 60 separates the driving gear train 50 from the intermediate shaft 31, the driving gear train 50 cannot transmit power to the intermediate shaft 31, and at this time, the actuating assembly 60 will not output power during the process of switching the transmission ratio between the driving gear train 50 and the driven gear train 40, so that the vehicle is in an unpowered neutral state to meet certain use conditions requiring neutral.

In this embodiment, the execution assembly 60 may include one execution device or may include a plurality of execution devices.

In this embodiment, the transmission system 100 can not only maintain the power output during the process of switching the transmission ratio between the driving gear train 50 and the driven gear train 40 by the executing assembly 60, but also achieve the power effect during gear shifting, and the transmission system 100 can also avoid the power output during the process of switching the transmission ratio between the driving gear train 50 and the driven gear train 40 by the executing assembly 60 to form a neutral gear so as to cope with various different working conditions and meet various driving requirements, thereby having a wider application range.

In the embodiment, the first input shaft 10 and the second input shaft sleeve 20 are arranged to enable the speed change system 100 to be connected with two power devices at the same time, and the executing assembly 60 is arranged to enable the compensating gear 21 to be connected with the first input shaft 10, so that the power of the second input shaft sleeve 20 can be coupled with the first input shaft 10, the mutual compensation of the power of the two power devices is realized, and the power performance of the whole vehicle is improved; the compensating gear 21 is connected with the second input shaft sleeve 20 and is connected with the intermediate shaft 31 through the driven gear train 40 and the driving gear train 50 so as to ensure that the compensating gear 21 can still drive the first output shaft 32 to rotate when the power of the first input shaft 10 is interrupted, thereby playing a role in avoiding the power interruption and compensating the power; the driving gear train 50 can be engaged with or disengaged from the intermediate shaft 31 by the actuating assembly 60, so that the transmission system 100 has a function of maintaining power output at the time of gear shifting and a function of neutral gear, thereby expanding the applicable range of the transmission system 100.

In an embodiment, the driving gear train 50 includes a first driving gear 51 rotatably sleeved on the intermediate shaft 31, that is, the first driving gear 51 can rotate relative to the intermediate shaft 31 without affecting the rotation of the intermediate shaft 31; the first driving gear 51 may be provided with a through hole and the intermediate shaft 31 may be inserted into the through hole, so that the first driving gear 51 is sleeved on the intermediate shaft 31, and a bearing may be disposed in the through hole to avoid the interaction between the intermediate shaft 31 and the first driving gear 51, so that the first driving gear 51 may be movable relative to the intermediate shaft 31.

In this embodiment, since the driving gear train 50 is drivingly connected to the driven gear train 40, the first driving gear 51 is also drivingly connected to the driven gear train 40 and transmits power.

The actuating assembly 60 comprises a first actuating structure 61, the first actuating structure 61 being capable of engaging and disengaging the first driving gear 51 with the intermediate shaft 31, the first actuating structure 61 being also capable of engaging and disengaging the first input shaft 10 with the intermediate shaft 31, in particular, when the first driving gear 51 is engaged with the intermediate shaft 31, the first input shaft 10 is disengaged from the intermediate shaft 31, at which time the power of the first input shaft 10 can be transmitted to the intermediate shaft 31 through the driven gear train 40 and the driving gear train 50; when the first input shaft 10 is engaged with the intermediate shaft 31, the first driving gear 51 is disengaged from the intermediate shaft 31, at which time power of the first input shaft 10 can be transmitted to the intermediate shaft 31, at which time the transmission of power no longer passes through the driving gear train 50 and the driven gear train 40.

It will be appreciated that the first actuator 61 also enables the first drive gear 51 to be disengaged from the intermediate shaft 31, and the first input shaft 10 to be disengaged from the intermediate shaft 31, thereby enabling the transmission system 100 to be in a neutral state without outputting power.

In some embodiments, the first actuating structure 61 is a synchronizer to enable the first drive gear 51 or the first input shaft 10 to be engaged with or disengaged from the intermediate shaft 31.

Referring to fig. 1, in some embodiments, the driving gear train 50 further includes a second driving gear 52 rotatably sleeved on the first input shaft 10, that is, the second driving gear 52 can rotate relative to the first input shaft 10 without affecting the rotation of the first input shaft 10; the second driving gear 52 may be provided with a through hole and the first input shaft 10 may be inserted into the through hole, so that the second driving gear 52 is sleeved on the first input shaft 10, and a bearing may be disposed in the through hole to avoid the interaction between the first input shaft 10 and the second driving gear 52, so that the second driving gear 52 may be movable relative to the first input shaft 10.

The second driving gear 52 is disposed on a side of the first executing structure 61 facing away from the first driving gear 51, i.e. the second driving gear 52 is disposed on the same side of the first executing structure 61 as the compensating gear 21, so as to facilitate the subsequent disposition of the second executing structure 62.

In this embodiment, since the driving gear train 50 is drivingly connected to the driven gear train 40, the second driving gear 52 is also drivingly connected to the driven gear train 40 and transmits power to the driven gear train 40.

The actuating assembly 60 further comprises a second actuating structure 62, the second actuating structure 62 is arranged between the second driving gear 52 and the compensating gear 21, the second actuating structure 62 can separate or connect the compensating gear 21 from the first input shaft 10, the second actuating structure 62 can also separate or connect the second driving gear 52 from the first input shaft 10, in particular, when the second driving gear 52 is connected with the first input shaft 10, the compensating gear 21 is separated from the first input shaft 10, at this time, the power of the first input shaft 10 is transmitted to the driven gear train 40 through the second driving gear 52, and the power of the second input shaft sleeve 20 is transmitted to the driven gear train 40 through the compensating gear 21, namely, the power of the first input shaft 10 and the second input shaft sleeve 20 is coupled with the driven gear train 40; when the compensating gear 21 is engaged with the first input shaft 10, the second driving gear 52 is disengaged from the first input shaft 10, and at this time, the first input shaft 10 and the second input shaft sleeve 20 both transmit power to the passive gear train 40 through the compensating gear 21, i.e., the power of the first input shaft 10 and the second input shaft sleeve 20 is coupled to the compensating gear 21.

It will be appreciated that the second actuating structure 62 also enables the compensating gear 21 and the second driving gear 52 to be separated from the first input shaft 10.

Referring to fig. 1, in some embodiments, the driven gear train 40 includes a first driven gear 42, a second driven gear 43 and a compensating driven gear 41, where the first driven gear 42, the second driven gear 43 and the compensating driven gear 41 are fixedly connected coaxially, i.e. any one of the first driven gear 42, the second driven gear 43 and the compensating driven gear 41 rotates to drive the other gears to rotate.

The compensating driven gear 41 is in driving connection with the compensating gear 21, the first driven gear 42 is in driving connection with the first driving gear 51, the second driven gear 43 is in driving connection with the second driving gear 52, and the transmission ratios among the three sets of gears are different, so that the speed change system 100 can output different rotation speeds and torques.

In the present embodiment, the first driven gear 42, the second driven gear 43 and the compensating driven gear 41 are all connected to the first driven shaft 46, that is, one of the three can drive the other two to rotate synchronously through the first driven shaft 46, and the rotation axis coincides with the axis of the first driven shaft 46.

It will be appreciated that under the influence of the first driven shaft 46, the first driven gear 42, the second driven gear 43 and the compensating driven gear 41 can form a separate gear set and be referred to as a long shaft gear set, which is part of the driven gear train 40, and which can transmit the power of the compensating gear 21 or the second driving gear 52 to the first driving gear 51.

Referring to fig. 1, in an embodiment, the long-shaft gear set, the first driving gear 51, the second driving gear 52, the third driving gear 53, the compensating gear 21, the first input shaft 10, and the second input shaft sleeve 20 form a main gear box of the transmission system 100, and the embodiment provides at least four gears for the transmission system 100 based on the direction in fig. 1.

Main case gear 1: the first actuating structure 61 is placed on the right side and engages the first driving gear 51 with the intermediate shaft 31, and the second actuating structure 62 is placed on the left side and engages the compensating gear 21 with the first input shaft 10; in this gear, the first input shaft 10 and the second input shaft sleeve 20 transmit power to the intermediate shaft 31 through the compensating gear 21, the compensating driven gear 41, the first driven gear 42 and the first driving gear 51, and the power input by the first input shaft 10 and the second input shaft sleeve 20 is coupled to the compensating gear 21.

Main gear 2: the first actuating structure 61 is placed on the right side and engages the first driving gear 51 with the intermediate shaft 31, and the second actuating structure 62 is placed on the right side and disengages the compensating gear 21 from the first input shaft 10; in this gear, the second input shaft sleeve 20 transmits power to the intermediate shaft 31 through the compensating gear 21, the compensating driven gear 41, the first driven gear 42 and the first driving gear 51, and the first input shaft 10 transmits power to the intermediate shaft 31 through the second driving gear 52, the second driven gear 43, the first driven gear 42 and the first driving gear 51, at which time the power input by the first input shaft 10 and the second input shaft sleeve 20 is coupled to the intermediate shaft 31.

Main case gear 3: the first actuating structure 61 is placed on the left and engages the first input shaft 10 with the intermediate shaft 31, and the second actuating structure 62 is placed on the left and engages the compensating gear 21 with the first input shaft 10; in this gear, the power of the first input shaft 10 and the second input shaft sleeve 20 is coupled to the first input shaft 10, and the first input shaft 10 directly transmits the power to the intermediate shaft 31.

Main case gear 4: the first actuating structure 61 is placed on the left side and engages the first input shaft 10 with the intermediate shaft 31, and the second actuating structure 62 is placed on the right side and disengages the compensating gear 21 from the first input shaft 10; in this gear, the second input shaft sleeve 20 transmits power to the first input shaft 10 through the compensating gear 21, the compensating driven gear 41, the second driven gear 43 and the second driving gear 52, and at this time, the power of the first input shaft 10 and the second input shaft sleeve 20 is coupled to the first input shaft 10, and the first input shaft 10 directly transmits power to the intermediate shaft 31.

It will be appreciated that, according to the power transmission paths of the main gear 1-4, in the process of upshifting the main gear 1 to the main gear 2, upshifting the main gear 3 to the main gear 4, downshifting the main gear 4 to the main gear 3, and downshifting the main gear 2 to the main gear 1, the second input shaft sleeve 20 can always transmit power to the intermediate shaft 31, thereby ensuring that the power interruption of the execution assembly 60 does not occur during the gear shifting process.

Referring to fig. 1, in an embodiment, the transmission system 100 further includes an output shaft 32, where the output shaft 32 is a power output end of the transmission system 100; the driving gear train 50 can also be connected to the output shaft 32, and the driving gear train 50 can include at least one gear connected to the output shaft 32 and drivingly connected to the driven gear train 40, the arrangement being such that the intermediate shaft 31 can transmit power to the output shaft 32 through the driven gear train 40 and the driving gear train 50 to drive the output shaft 32 to rotate.

This arrangement enables the intermediate shaft 31 to change the transmitted power through the passive gear train 40 and the active gear train 50 so that the rotational speed and torque output by the output shaft 32 are different from those output by the intermediate shaft 31 to achieve the effect of speed change.

Referring to fig. 1, in some embodiments, the driving gear train 50 further includes a third driving gear 53 rotatably sleeved on the output shaft 32, that is, the third driving gear 53 can rotate relative to the output shaft 32 without affecting the rotation of the output shaft 32; wherein, the third driving gear 53 may be provided with a through hole and the output shaft 32 is inserted into the through hole, so as to realize that the third driving gear 53 is sleeved on the output shaft 32, and a bearing may be disposed in the through hole, so as to avoid the interaction between the output shaft 32 and the third driving gear 53, so that the third driving gear 53 can move relative to the output shaft 32.

In this embodiment, since the driving gear train 50 is drivingly connected to the driven gear train 40, the third driving gear 53 is also drivingly connected to the driven gear train 40 and transmits power to the driven gear train 40.

The actuating assembly 60 further includes a third actuating structure 63, the third actuating structure 63 being capable of engaging and disengaging the third drive gear 53 from the output shaft 32, the third actuating structure 63 being further capable of engaging and disengaging the intermediate shaft 31 from the output shaft 32, in particular, when the third drive gear 53 is engaged with the input shaft, the intermediate shaft 31 is disengaged from the output shaft 32, at which time the intermediate shaft 31 can transmit power to the output shaft 32 through the passive gear train 40 and the third drive gear 53; when the intermediate shaft 31 is engaged with the output shaft 32, the third drive gear 53 is disengaged from the input shaft, at which point the intermediate shaft 31 can directly transmit power to the output shaft 32 without passing through the passive gear train 40 and the third drive gear 53.

It will be appreciated that the third actuating structure 63 also enables the intermediate shaft 31 and the third drive gear 53 to be decoupled from the output shaft 32, thereby enabling the transmission system 100 to be in neutral without outputting power.

Referring to fig. 1, in some embodiments, the driving gear train 50 further includes a fourth driving gear 54 fixedly connected to the intermediate shaft 31, that is, the intermediate shaft 31 can drive the fourth driving gear 54 to rotate synchronously; because the driving gear train 50 is drivingly connected to the driven gear train 40, the fourth driving gear 54 is also drivingly connected to the driven gear train 40 and transmits power to the driven gear train 40.

Since the fourth driving gear 54 is fixedly connected to the intermediate shaft 31 and the third driving gear 53 is movably sleeved on the output shaft 32, and the third actuating structure 63 can enable the intermediate shaft 31 to be engaged with or separated from the output shaft 32, the fourth driving gear 54 and the third driving gear 53 are respectively disposed on two opposite sides of the third actuating structure 63.

In this embodiment, when the third drive gear 53 is engaged with the input shaft, the intermediate shaft 31 is disengaged from the output shaft 32, at which time the intermediate shaft 31 may transmit power to the output shaft 32 through the fourth drive gear 54, the driven gear train 40, and the third drive gear 53.

Referring to fig. 1, in some embodiments, the driven gear train 40 further includes a third driven gear 44 and a fourth driven gear 45 that are coaxially and fixedly connected, and the third driven gear 44 and the fourth driven gear 45 are coaxially and fixedly connected such that rotation of either one of them can drive the other to rotate, and the rotation axes of the two are coincident.

The third driven gear 44 and the fourth driven gear 45 are respectively in transmission connection with the third driving gear 53 and the fourth driving gear 54 in different transmission ratios, wherein the third driven gear 44 is in transmission connection with the third driving gear 53, the third driving gear 53 rotates to drive the third driven gear 44 to rotate, the fourth driven gear 45 is in transmission connection with the fourth driving gear 54, the fourth driving gear 54 rotates to drive the fourth driven gear 45 to rotate, and the transmission ratios between the third driven gear 44 and the third driving gear 53 and between the fourth driven gear 45 and the fourth driving gear 54 are different.

Referring to fig. 1, in the present embodiment, since the first input shaft 10 can directly drive the intermediate shaft 31 to rotate through the first executing structure 61, the first input shaft 10 can also drive the intermediate shaft 31 to rotate through the second driving gear 52, the second driven gear 43, the first driven gear 42 and the first driving gear 51, and the arrangement of different transmission ratios can enable the first input shaft 10 to transmit different power when transmitting power to the intermediate shaft 31 in different manners, so that the intermediate shaft 31 can output different rotational speeds and different torques.

In the present embodiment, the third driven gear 44 and the fourth driven gear 45 are both connected to the second driven shaft 47, that is, either one of them rotates to drive the other to synchronously rotate through the second driven shaft 47, and the rotation axis coincides with the axis of the second driven shaft 47; it will be appreciated that the second driven shaft 47 is not connected to the first driven shaft 46, i.e. the rotation of the first driven gear 42 does not affect the third driven gear 44, and that the arrangement is such that either the compensating gear 21 or the second driving gear 52 is able to transmit power to the output shaft 32 as well as the fourth driving gear 54 when power is transmitted to the intermediate shaft 31 via the driven gear train 40, the first driving gear 51.

It will be appreciated that under the influence of the second driven shaft 47, the third driven gear 44 and the fourth driven gear 45 can form a separate gear set and be referred to as a stub gear set, which is part of the driven gear train 40, which is capable of transmitting power of the fourth driving gear 54 to the third driving gear 53.

Referring to fig. 1, in one embodiment, the axle gearset, the third drive gear 53, the fourth drive gear 54, and the output shaft 32 form a sub-transmission module of the transmission system 100, which provides two gears for the sub-transmission module, subject to the orientation of fig. 1.

Auxiliary box gear 1: the third actuating structure 63 is placed to the left, in which gear the intermediate shaft 31 is directly engaged with the output shaft 32, the intermediate shaft 31 transmitting power directly to the output shaft 32.

Auxiliary gear 2: the third actuating structure 63 is placed on the right side, and in this gear, the intermediate shaft 31 transmits power to the output shaft 32 through the fourth driving gear 54, the fourth driven gear 45, the third driven gear 44, and the third driving gear 53.

It will be appreciated that the auxiliary case shift module in combination with the main case shift module enables the transmission system 100 to have a different gear.

It will also be appreciated that the auxiliary gearbox transmission module may have more gears, specifically, more passive gears may be added to the auxiliary gearbox stub shaft gear set, and the execution structure and the driving gears may be added to the second output shaft 32 synchronously, so that the increase of the gear of the auxiliary gearbox transmission module may enable the transmission system 100 to have more gears, for example, if the auxiliary gearbox transmission module has three gears, the transmission system 100 may have several gears.

Referring to fig. 2, a second aspect of the present application embodiment provides a powertrain 200, the powertrain 200 including the transmission system 100 provided by the first aspect embodiment, the powertrain 200 further including the first power component 70, the second power component 80, and the third power component 90.

The first power assembly 70 is connected to the first input shaft 10 and is capable of outputting power to the first input shaft 10, and the first power assembly 70 may include an engine 91, a motor, a transmission train, such as a planetary train, a transmission gear train, or other structures.

The second power assembly 80 is connected to the second input shaft 20 and is capable of outputting power to the second input shaft 20, the second power assembly 80 may include an engine 91, a motor, and a transmission gear train, such as a planetary gear train, a transmission gear train, or other structures.

The third power assembly 90 is connected to the first input shaft 10 and is capable of outputting power to the first input shaft 10, and the third power assembly 90 may include an engine 91, or may include a motor, and the third power assembly 90 may further include a transmission gear train, such as a planetary gear train, a transmission gear train, or other structures.

Referring to fig. 2, in an embodiment, the first power assembly 70 includes a first motor 71 and a first speed reduction module 72, the first speed reduction module 72 is connected to the first motor 71, and meanwhile, the first speed reduction module 72 is further connected to the first input shaft 10, the first motor 71 can transmit power to the first input shaft 10 through the first speed reduction module 72, the first speed reduction module 72 enables the first motor 71 to output larger torque to the first input shaft 10, the requirement on the torque of the first motor 71 is reduced, the first motor 71 can be a smaller motor, the weight and cost of the first motor 71 are reduced, and meanwhile, the first speed reduction module 72 can enable the position of the first motor 71 to be more flexible, the shape of the power assembly 200 can be adjusted according to different vehicle types, and therefore the power assembly 200 has better adaptability.

Referring to fig. 2, in some embodiments, the first speed reduction module 72 may include a first output gear 721 and a first input gear 722, the first output gear 721 is connected to the first motor 71, the first input gear 722 is connected to the first input shaft 10, and a transmission ratio between the first output gear 721 and the first input gear 722 is greater than 1, so that the first speed reduction module 72 can achieve the effect of reducing speed and increasing torque.

Referring to fig. 2, in an embodiment, the second power assembly 80 includes a second motor 81 and a second speed reduction module 82, the second speed reduction module 82 is connected to the second motor 81, and meanwhile, the second speed reduction module 82 is further connected to the second input shaft sleeve 20, the second motor 81 can transmit power to the second input shaft sleeve 20 through the second speed reduction module 82, the second speed reduction module 82 enables the second motor 81 to output larger torque to the second input shaft sleeve 20, the requirement on the torque of the second motor 81 is reduced, the second motor 81 can be a smaller motor, the weight and cost of the second motor 81 are reduced, and meanwhile, the second speed reduction module 82 can enable the position of the second motor 81 to be more flexible, so that the shape of the power assembly 200 can be adjusted according to different vehicle types, and the power assembly 200 has better adaptability.

Referring to fig. 2, in some embodiments, the second speed reduction module 82 may include a second output gear 821 and a second input gear 822, the second output gear 821 is connected to the second motor 81, the second input gear 822 is connected to the second input shaft sleeve 20, and a transmission ratio between the second output gear 821 and the second input gear 822 is greater than 1, so that the second speed reduction module 82 can achieve the effect of reducing speed and increasing torque.

Referring to fig. 2, in an embodiment, the third power assembly 90 includes an engine 91 and a clutch 92, and the engine 91 can be engaged with or disengaged from the first input shaft 10 by the clutch 92 so that the engine 91 outputs power to the first input.

It is to be understood that the powertrain 200 is applied to a hybrid vehicle type at this time, and the engine 91, the first motor 71, and the second motor 81 are each capable of outputting power.

In this embodiment, the first motor 71 and the second motor 81 can compensate power for the engine 91 to improve the power performance of the vehicle while improving fuel economy as compared to a power transmission vehicle type.

Embodiments of the third aspect of the present application provide a vehicle, which includes the transmission system 100 provided by the embodiments of the first aspect, or the powertrain 200 provided by the embodiments of the second aspect, and the vehicle still has a certain power during a gear shift of the transmission system 100, so as to improve a potential safety hazard caused by a power interruption during the gear shift; meanwhile, the vehicle has stronger power and good economy.

The vehicle in this embodiment may refer to a large vehicle, a small vehicle, a special vehicle, and the like, and is exemplified by a vehicle type, a truck type such as a heavy truck, a sedan type, an off-road type, a Multi-Purpose vehicle (MPV) type, or other types.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims (10)

1. A transmission system, comprising: the device comprises a first input shaft, a second input shaft sleeve, an intermediate shaft, a compensating gear, a driven gear train, a driving gear train and an executing assembly;

the first input shaft and the second input shaft sleeve are respectively used for connecting different power sources so as to transmit power;

the second input shaft sleeve is coaxially sleeved on the first input shaft, the second input shaft sleeve can rotate relative to the first input shaft, and the compensating gear is connected with the second input shaft sleeve and is in transmission connection with the driven gear train;

the driven gear train is in transmission connection with the driving gear train, and the driving gear train can drive the intermediate shaft to rotate;

the actuation assembly is capable of adjusting a transmission ratio between the passive gear train and the active gear train, the actuation assembly is further capable of engaging or disengaging the compensating gear with the first input shaft, and the actuation assembly is further capable of engaging or disengaging the active gear train with the intermediate shaft.

2. The transmission system of claim 1, wherein the drive train includes a first drive gear rotatably journaled on the intermediate shaft;

the implement assembly includes a first implement structure capable of engaging the first drive gear with the intermediate shaft and disengaging the first input shaft from the intermediate shaft, and capable of disengaging the first drive gear with the intermediate shaft and engaging the first input shaft with the intermediate shaft.

3. The transmission system of claim 2, wherein the drive gear train further comprises a second drive gear rotatably sleeved on the first input shaft, the second drive gear being disposed on a side of the first actuating structure facing away from the first drive gear;

the actuating assembly further includes a second actuating structure disposed between the second drive gear and the compensating gear, the second actuating structure being capable of engaging the second drive gear with the first input shaft and disengaging the compensating gear from the first input shaft, the second actuating structure being further capable of disengaging the second drive gear from the first input shaft and engaging the compensating gear with the first input shaft.

4. A transmission system according to claim 3, wherein the driven gear train comprises a compensating driven gear, a first driven gear and a second driven gear fixedly connected coaxially, and wherein the compensating driven gear, the first driven gear and the second driven gear are in driving connection with the compensating gear, the first driving gear and the second driving gear, respectively, in different gear ratios.

5. The transmission system of any one of claims 1-4, further comprising an output shaft, wherein the drive gear train is further connectable to the output shaft to enable the intermediate shaft to drive rotation of the output shaft through the passive gear train and the drive gear train.

6. The transmission system of claim 5, wherein the driving gear train further comprises a third driving gear rotatably sleeved on the output shaft, the third driving gear being drivingly connected to the driven gear train;

the implement assembly further includes a third implement structure capable of engaging the third drive gear with the output shaft and disengaging the intermediate shaft from the output shaft, the third implement structure further capable of disengaging the third drive gear from the output shaft and engaging the intermediate shaft with the output shaft.

7. The transmission system of claim 6, wherein the drive train further comprises a fourth drive gear fixedly connected to the intermediate shaft;

the driven gear train also comprises a third driven gear and a fourth driven gear which are coaxially and fixedly connected, and the third driven gear and the fourth driven gear are respectively in transmission connection with the third driving gear and the fourth driving gear in different transmission ratios.

8. A powertrain comprising the transmission system of any one of claims 1-7, and

the first power assembly is connected with the first input shaft;

the second power assembly is connected with the second input shaft sleeve;

a third power assembly coupled to the first input shaft;

the first power assembly comprises a first motor and a first speed reduction module connected with the first motor, and the first speed reduction module is also connected with the first input shaft so that the rotating speed of the first input shaft is smaller than the rotating speed output by the first motor;

the second power assembly comprises a second motor and a second speed reduction module connected with the second motor, and the second speed reduction module is further connected with the second input shaft sleeve, so that the rotating speed of the second input shaft sleeve is smaller than the rotating speed output by the second motor.

9. The powertrain of claim 8, wherein the first reduction module includes a first output gear and a first input gear drivingly connected to the first output gear, the first output gear being connected to the first motor, the first input gear being connected to the first input shaft, a gear ratio between the first output gear and the first input gear being greater than 1;

the second speed reduction module comprises a second output gear and a second input gear which is in transmission connection with the second output gear, the second output gear is connected with the second motor, the second input gear is connected with the second input shaft sleeve, and the transmission ratio between the second output gear and the second input gear is larger than 1.

10. A vehicle comprising a transmission system according to any one of claims 1-7, or a powertrain according to claim 8 or 9.