CN116816880A - Dual planetary transmission mechanism and powertrain - Google Patents
Dual planetary transmission mechanism and powertrain Download PDFInfo
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- CN116816880A CN116816880A CN202210289369.3A CN202210289369A CN116816880A CN 116816880 A CN116816880 A CN 116816880A CN 202210289369 A CN202210289369 A CN 202210289369A CN 116816880 A CN116816880 A CN 116816880A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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Abstract
The invention belongs to the technical field of speed changers, and particularly provides a double-planet-row speed change mechanism and a power assembly. The double planetary gear set transmission mechanism includes a housing, a first planetary gear set, and a second planetary gear set. The first planet carrier of the first planet row is connected with the second sun gear of the second planet row, the input end of the first planet carrier is connected with the first sun gear, and the output end of the first planet carrier is connected with the second planet carrier; the first control unit comprises a first driven piece connected with the shell, a second driven piece connected with the first planet carrier and a first driving piece connected with the first gear ring; and the second control unit comprises a third driven member connected with the shell, a fourth driven member connected with the second planet carrier and a second driving member connected with the second gear ring. The double-planet-row speed change mechanism is simple in structure, large in transmission ratio change range, simple in control logic, free of power transmission interruption during gear shifting, small in abrasion of all parts and wide in application range.
Description
Technical Field
The invention relates to the technical field of transmissions, and particularly provides a double-planet-row speed change mechanism and a power assembly.
Background
With the continuous progress and development of society, people pay more and more attention to environmental protection. Currently, one exploration direction in the vehicle industry is new energy electric vehicles. The new energy electric automobile adopts electric energy to replace fuel oil, can realize zero emission of tail gas in the driving process, and has outstanding environmental protection advantages. In addition, the new energy electric automobile adopts the motor to replace the traditional engine, and the motor has the characteristics of high rotating speed, large starting torque, stable running and the like, and can effectively improve the driving comfort of the automobile.
In order to match the output of power and rotation speed and enable the energy consumption to reach the optimal state, electric automobiles are often provided with a transmission capable of being adjusted in multiple gears. A transmission structure formed by a planetary gear train has been developed in the prior art, and can realize a plurality of gear adjustments through the cooperation control of a plurality of clutches and brakes. However, the existing planetary gear transmission has more parts, complex structure, high assembly difficulty and large occupied space. In order to ensure continuous power output in the gear shifting process, each brake and each clutch need to be matched accurately, so that the control modes of the clutches and the brakes are complex, and the matching precision requirement is high. Furthermore, during shifting, the relative rotational speeds of the parts to be connected are large, resulting in a large wear between the parts to be connected. Thus, there is room for improvement in the present speed change mechanisms.
Disclosure of Invention
The invention provides a double-planet-row speed change mechanism for solving the technical problems of complex overall structure, high control precision requirement, high cost, large occupied space and the like of a traditional speed change mechanism. The double-planet-row speed change mechanism comprises a shell; the first planet row comprises a first sun gear, a first gear ring, a first planet wheel and a first planet carrier, wherein the first planet wheel is used for meshing and driving the first sun gear and the first gear ring; the second planetary gear comprises a second sun gear, a second gear ring, a second planetary gear which is in meshed transmission connection with the second sun gear and the second gear ring, and a second planetary carrier for supporting the second planetary gear; the second sun gear is connected with the first planet carrier, and the double-row gear shifting mechanism further comprises: the input end is connected with the first sun gear; the output end is connected with the second planet carrier; a first control unit including a first driven member coupled to the housing, a second driven member coupled to the first planet carrier, and a first driving member coupled to the first ring gear, the first driving member being movable relative to the first driven member and the second driven member and configured to be separated from the second driven member when engaged with the first driven member, and separated from the first driven member when engaged with the second driven member; and a second control unit including a third driven member connected to the housing, a fourth driven member connected to the second carrier, and a second driving member connected to the second ring gear, the second driving member being movable relative to the third driven member and the fourth driven member and configured to be separated from the fourth driven member when engaged with the third driven member and separated from the third driven member when engaged with the fourth driven member.
The invention adopts a double planetary row structure, and the two planetary rows are arranged in series, so that the connecting structure is simple, and the gear arrangement is simple. Accordingly, the volume and weight are effectively controlled. The invention uses the first control unit and the second control unit to replace the traditional clutch and brake, thereby effectively reducing the number of parts, simplifying the structure of the double-row speed change mechanism and improving the reliability of the mechanism. The invention can realize multiple working conditions such as two planetary rows deceleration output, one planetary row deceleration output, two planetary rows rigidity output and the like by utilizing the first control unit and the second control unit, and correspondingly, different transmission ratios are generated. When the invention is used for a vehicle, the motor or the engine can maintain a high-efficiency working state for a long time by switching different working conditions, thereby saving electric energy consumption and fuel consumption.
When the working condition is switched, the driving part can move relative to the two driven parts in one control unit, and is synchronously separated from the other driven part when the driving part approaches one of the driven parts, and is synchronously separated from the other driven part when the driving part is connected with one of the driven parts. The speed change mechanism defines the joint relation between the driving part and the two driven parts mechanically, and realizes alternative connection between the driving part and the two driven parts. Thereby realizing synchronous linkage control of braking and clutch. The structure not only simplifies the control flow, but also can ensure that the rotation state of each rotating part is changed stably and the power is continuously transmitted when the working conditions are switched, so that the speed regulation process is smoother and smoother. When the speed change mechanism is used for a vehicle, the speed change mechanism has a larger transmission ratio change range, and is simple, convenient and smooth in speed regulation, so that the speed change mechanism can be suitable for various vehicles, can effectively improve the driving experience of the vehicle, and is particularly suitable for heavy vehicles with complex road conditions.
In the preferable technical scheme of the double-planet-row speed change mechanism, the first driving piece is connected with the first gear ring through a spline. With the above configuration, the first driving member can be rotated by the first ring gear under the transmission of the spline, and the first driving member can reciprocally slide with respect to the first ring gear in the axial direction of the first ring gear. The first driving member can switch the engagement or disengagement with the first driven member or the second driven member by reciprocating sliding.
In the preferable technical scheme of the double-planet-row speed change mechanism, the second driving piece is connected with the second gear ring through a spline. With the above configuration, the second driving member can be rotated by the second ring gear under the transmission of the spline, and the second driving member can reciprocally slide with respect to the second ring gear in the axial direction of the second ring gear. The second driving member can switch the engagement or the disengagement with the third driven member or the fourth driven member by reciprocating sliding.
In the preferable technical scheme of the double-planet-row speed change mechanism, the first planet row has a first transmission ratio when the first gear ring is static and the first sun gear drives the first planet carrier to rotate; the second planetary gear set has a second transmission ratio when the second gear ring is stationary and the second sun gear drives the second planet carrier to rotate; the first gear ratio is equal to the second gear ratio. With the above configuration, the transmission mechanism of the present invention can form three stable gear ratios.
In the preferable technical scheme of the double-planet-row speed change mechanism, the first planet row has a first transmission ratio when the first gear ring is static and the first sun gear drives the first planet carrier to rotate; the second planetary gear set has a second transmission ratio when the second gear ring is stationary and the second sun gear drives the second planet carrier to rotate; the first gear ratio is greater than the second gear ratio. With the above configuration, the transmission mechanism of the present invention can form four stable gear ratios.
In the preferable technical scheme of the double-planet-row speed change mechanism, the first planet row has a first transmission ratio when the first gear ring is static and the first sun gear drives the first planet carrier to rotate; the second planetary gear set has a second transmission ratio when the second gear ring is stationary and the second sun gear drives the second planet carrier to rotate; the first gear ratio is less than the second gear ratio. With the above configuration, the transmission mechanism of the present invention can form four stable gear ratios.
In the preferred technical scheme of the double-planet-row speed change mechanism, the second sun gear is connected with the first planet carrier through a connecting shaft.
In the preferable technical scheme of the double-planet-row speed change mechanism, the second driven piece is connected with the first planet carrier through a first connecting frame. Through the configuration, the connection reliability between the second passive piece and the first planet carrier can be effectively enhanced, and meanwhile, the arrangement of the second passive piece is facilitated.
In the preferable technical scheme of the double-planet-row speed change mechanism, the first connecting frame and the second sun gear are distributed on two sides of the first planet row. Through the configuration, the first connecting frame is positioned on one side of the two planetary rows, so that the arrangement of the second passive piece can be facilitated, the space between the two planetary rows can be saved, and the structural design difficulty and the whole volume are reduced.
In the preferable technical scheme of the double-planet-row speed change mechanism, the fourth driven member is connected with the second planet carrier through a second connecting carrier. Through the configuration, the connection reliability between the fourth driven member and the second planet carrier can be effectively enhanced, and meanwhile, the arrangement of the fourth driven member is facilitated.
In the preferable technical scheme of the double planetary gear set speed change mechanism, the second connecting frame and the output end are distributed on two sides of the second planetary gear set. Through the configuration, the second connecting frame is arranged between the two planetary rows, so that the whole structure of the speed change mechanism is precise and concise.
The invention also provides a power assembly comprising a driver; and the double-planet-row speed change mechanism according to any preferable technical scheme, and the driver is connected with the input end of the double-planet-row speed change mechanism. Through the configuration, the speed change mechanism is matched with the driver through different transmission ratios, so that the driver can be in a high-efficiency working state when the power assembly outputs various rotating speeds, and the reduction of energy consumption and the improvement of stability are realized.
Drawings
Preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:
FIG. 1 is a schematic illustration of an embodiment of a double planetary gear set transmission of the present invention;
FIG. 2 is a schematic diagram of a dual planetary gear set transmission of the present invention in a first operating mode;
FIG. 3 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 2 during a first operating condition;
FIG. 4 is a schematic diagram of a double planetary gear set transmission mechanism of the present invention in a second operating mode;
FIG. 5 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 4 during a second operating condition;
FIG. 6 is a schematic diagram of a dual planetary gear set transmission according to the present invention in a third operating mode;
FIG. 7 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 6 during a third operating mode;
FIG. 8 is a schematic diagram of a double planetary gear set transmission according to the present invention in a fourth operating mode;
FIG. 9 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 8 during a fourth operating mode.
List of reference numerals:
A. a double planetary gear set speed change mechanism; a1, a shell; 1. a first row of satellites; 10. an input end; 11. a first sun gear; 12. a first ring gear; 13. a first planet carrier; 131. a first connection frame; 14. a first planet; 2. a second planet row; 20. an output end; 21. a second sun gear; 22. a second ring gear; 23. a second carrier; 231. a second connecting frame; 24. a second planet wheel; 30. a connecting shaft; k1, a first control unit; k11, a first passive component; k12, a first driving piece; k13, a second passive component; k2, a second control unit; k21, the third passive piece; k22, a second driving piece; k23, fourth passive piece; t, driver.
Detailed Description
Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are merely for explaining the technical principles of the present invention, and are not intended to limit the scope of the present invention.
It should be noted that, in the description of the present invention, terms such as "inner", "outer", and the like refer to directions or positional relationships based on directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the apparatus or elements must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, it should be noted that, in the description of the present invention, unless explicitly specified and limited otherwise, the terms "disposed," "connected" and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected, can be indirectly connected through an intermediate medium, and can also be communicated with the inside of two elements. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to the specific circumstances.
In order to solve the technical problems of complex overall structure, high control precision requirement, high cost, large occupied space and the like of the traditional speed change mechanism, the embodiment of the invention provides a double-planet-row speed change mechanism A. The double-planet-row speed change mechanism A comprises a shell A1; the first planetary gear set 1, the first planetary gear set 1 includes a first sun gear 11, a first ring gear 12, a first planet gear 14 that connects the first sun gear 11 and the first ring gear 12 in a meshed transmission, and a first planet carrier 13 for supporting the first planet gear 14; a second planetary gear set 2, the second planetary gear set 2 comprising a second sun gear 21, a second ring gear 22, second planet gears 24 in meshing driving connection with the second sun gear 21 and the second ring gear 22, and a second planet carrier 23 for supporting the second planet gears 24; the second sun gear 21 is connected to the first carrier 13, and the double planetary gear-train transmission mechanism a further includes: an input 10, the input 10 being connected to a first sun gear 11; an output 20, the output 20 being connected to a second planet carrier 23; a first control unit K1, the first control unit K1 including a first passive member K11 connected to the housing A1, a second passive member K13 connected to the first carrier 13, and a first active member K12 connected to the first ring gear 12, the first active member K12 being movable relative to the first passive member K11 and the second passive member K13 and configured to be separated from the second passive member K13 when engaged with the first passive member K11 and separated from the first passive member K11 when engaged with the second passive member K13; and a second control unit K2, the second control unit K2 including a third driven member K21 connected to the housing A1, a fourth driven member K23 connected to the second carrier 23, and a second driving member K22 connected to the second ring gear 22, the second driving member K22 being movable with respect to the third driven member K21 and the fourth driven member K23 and configured to be separated from the fourth driven member K23 when engaged with the third driven member K21 and separated from the third driven member K21 when engaged with the fourth driven member K23.
At the same time, the first driving member K12 can be engaged with only one of the first driven member K11 and the second driven member K13. For example, when the first driving member K12 is engaged with the first driven member K11, the first driving member K12 is separated from the second driven member K13. And vice versa. At the same time, the second driving member K22 can be engaged with only one of the third driven member K21 and the fourth driven member K23. For example, when the second driving member K22 is engaged with the third driven member K21, the second driving member K22 is separated from the fourth driven member K23. And vice versa.
The embodiment of the invention also provides a power assembly which comprises a driver T and a double-planet-row speed change mechanism A. In one or more embodiments, the drive T is an electric motor. Alternatively, the driver T is a fuel-fired engine or other suitable power source. The driver T is connected with the input end 10, the power of the driver T is input from the input end 10 and is subjected to speed regulation by the double-planet-row speed change mechanism A, and then a plurality of rotating speeds and torques are output from the output end 20.
FIG. 1 is a schematic diagram of one embodiment of a double planetary gear set transmission of the present invention. As shown in fig. 1, a double planetary gear change mechanism a of the embodiment of the present invention has a housing A1, and a first planetary gear 1 and a second planetary gear 2 are arranged in the housing A1. In one or more embodiments, the first row of planets 1 includes a first sun gear 11, and a first ring gear 12 disposed coaxially with the first sun gear 11. In one or more embodiments, the first sun gear 11 is in the same plane as the first ring gear 12, and the first ring gear 12 is sleeved outside the first sun gear 11. Alternatively, the first sun gear 11 and the first ring gear 12 lie in different planes. As shown in fig. 1, a plurality of first planet gears 14 are arranged between the first sun gear 11 and the first gear ring 12, and the first planet gears 14 are meshed with external teeth of the first sun gear 11 and with internal teeth of the first gear ring 12, so that meshing transmission between the first sun gear 11 and the first gear ring 12 is realized. In one or more embodiments, the number of first planet gears 14 is 3. Alternatively, the number of first planet gears 14 is 2, 4, or other suitable number. As shown in fig. 1, in one or more embodiments, the first planet gears 14 are supported between the first sun gear 11 and the first ring gear 12 by the first carrier 13.
As shown in fig. 1, in one or more embodiments, the second planetary row 2 includes a second sun gear 21, and a second ring gear 22 disposed coaxially with the second sun gear 21. In one or more embodiments, second sun gear 21 is in the same plane as second ring gear 22, with second ring gear 22 being nested outside of second sun gear 21. Alternatively, the second sun gear 21 and the second ring gear 22 lie in different planes. As shown in fig. 1, a plurality of second planetary gears 24 are provided between the second sun gear 21 and the second ring gear 22, and the second planetary gears 24 mesh with external teeth of the second sun gear 21 and with internal teeth of the second ring gear 22 to achieve meshing transmission between the second sun gear 21 and the second ring gear 22. In one or more embodiments, the number of second planets 24 is 3. Alternatively, the number of second planets 24 is 2, 4, or other suitable number. In one or more embodiments, as shown in fig. 1, the second planet gears 24 are supported between the second sun gear 21 and the second ring gear 22 by a second planet carrier 23. In one or more embodiments, as shown in FIG. 1, the second sun gear 21 is connected to the first planet carrier 13 via a connecting shaft 30. Alternatively, the second sun gear 21 is securely connected to the first carrier 13 by welding or other suitable means or structure.
As shown in fig. 1, the input 10 is connected to a first sun gear 11. Alternatively, the input 10 is an input shaft which is arranged on the rotational axis of the first sun gear 11. Alternatively, the input 10 is a hollow shaft tube or other suitable structure. As shown in fig. 1, the output 20 is connected to a second planet carrier 23. In one or more embodiments, the output 20 is a solid output shaft. Alternatively, the output 20 is a hollow shaft cartridge or other suitable structure. In one or more embodiments, the input 10 is coaxially disposed with the output 20.
As shown in fig. 1, the double planetary gear shift mechanism a according to the embodiment of the present invention further includes a first control unit K1 and a second control unit K2. The first control unit K1 includes a first passive element K11, a second passive element K13, and a first active element K12. In one or more embodiments, the first passive element K11 is fixedly connected with the housing A1. Alternatively, the first passive member K11 is welded and fixed to the housing A1. Alternatively, the first passive component K11 is integrally formed with the housing A1. As shown in fig. 1, the second passive element K13 is fixedly connected with the first carrier 13. Optionally, the second passive element K13 is welded to the first carrier 13. Alternatively, the second passive element K13 is integrally formed with the first carrier 13. In one or more embodiments, the second passive element K13 is ring-shaped, and the second passive element K13 is connected to the first carrier 13 through the first connecting frame 131. Alternatively, the first connecting frames 131 are in a rod shape, the plurality of first connecting frames 131 are circumferentially arranged at equal intervals with the input end 10 as a central line, one end of each first connecting frame 131 is connected with the second driven member K13, and the other end is connected with the corresponding position of the first planet frame 13. Alternatively, the first connecting frame 131 has a hollow disc shape, the second driven member K13 is connected to an outer circle of the hollow disc, and the first planet carrier 13 is connected to an inner circle of the hollow disc. In one or more embodiments, the first connection frame 131 and the connection shaft 30 are distributed on both sides of the first planetary row 1, i.e. the first connection frame 131 is located on one side of both planetary rows. As shown in fig. 1, the first driving member K12 is connected to the first ring gear 12. In one or more embodiments, the first driving member K12 is connected to the first ring gear 12 through a spline, the first driving member K12 can rotate synchronously with the first ring gear 12, and the first driving member K12 can slide relative to the first ring gear 12 along the axial direction of the first ring gear 12. The first driving member K12 is connected to the first driven member K11 or the second driven member K13 by sliding reciprocally.
In one or more embodiments, the first passive element K11, the first active element K12 and the second passive element K13 include electromagnetic rings thereon that mate with each other, and accordingly, the first control unit K1 forms an electromagnetic brake clutch. Alternatively, the first driven member K11, the first driving member K12 and the second driven member K13 include friction rings thereon that mate with each other, and accordingly, the first control unit K1 forms a friction brake clutch. Alternatively, the first control unit K1 may also be a hydraulic brake clutch or other suitable brake clutch.
As shown in fig. 1, in one or more embodiments, the first passive component K11, the second passive component K13, and the first active component K12 are all ring pieces and parallel to each other, and the first active component K12 is disposed between the first passive component K11 and the second passive component K13. The first driving member K12 is reciprocally translatable along an axial direction of the first ring gear 12 between the first driven member K11 and the second driven member K13 to form different control fits. It will automatically separate from the second passive K13 when it moves into engagement with the first passive K11 or will automatically separate from the first passive K11 when it moves into engagement with the second passive K13. Thereby realizing the alternative connection between the first driving member K12 and the first driven member K11 or the second driven member K13.
In other embodiments, each of the first passive element K11, the second passive element K13, and the first active element K12 includes a plurality of ring segments, a portion of the ring segments of the first active element K12 are disposed between the ring segments of the first passive element K11 at intervals, and a portion of the ring segments of the first active element K12 are disposed between the ring segments of the second passive element K13 at intervals. The first driving member K12 can be engaged with or disengaged from the ring sheets on the first driven member K11 and the second driven member K13 by controlling the reciprocating movement of the ring sheets thereon. When part of the ring piece of the first driving member K12 moves to be engaged with the ring piece of the first driven member K11, the other ring pieces of the first driving member K12 are automatically separated from the ring piece of the second driven member K13, or when part of the ring piece of the first driving member K12 is engaged with the ring piece of the second driven member K13, the other ring pieces of the first driving member K12 are automatically separated from the ring piece of the first driven member K11. Therefore, in the embodiment of the invention, only one part of the first driving member K12 is controlled to synchronously change the two matching relationships, so as to realize the alternative connection between the first driving member K12 and the first driven member K11 or the second driven member K13. The design can effectively simplify the structure, reduce the number of parts and ensure the reliability and stability of control logic.
As shown in fig. 1, the second control unit K2 includes a third passive element K21, a fourth passive element K23, and a second active element K22. In one or more embodiments, the third passive element K21 is fixedly connected to the housing A1. Optionally, the third passive element K21 is welded and fixed to the housing A1. Alternatively, the third passive component K21 is integrally formed with the housing A1. As shown in fig. 1, the fourth driven member K23 is fixedly connected to the second carrier 23. Optionally, the fourth passive element K23 is welded to the second planet carrier 23. Alternatively, the fourth passive element K23 is integrally formed with the second carrier 23.
In one or more embodiments, the fourth driven member K23 is annular, and the fourth driven member K23 is connected to the second planet carrier 23 through the second connection frame 231. Alternatively, the second connection frames 231 have a rod shape, and the plurality of second connection frames 231 are circumferentially arranged at equal intervals with the connection shaft 30 as a center line, and one end of each second connection frame 231 is connected with the fourth driven member K23, and the other end is connected with the corresponding position of the second planet frame 23. Alternatively, the second connection frame 231 has a hollow disc shape, the fourth driven member K23 is connected to an outer circumference of the hollow disc, and the second connection frame 231 is connected to an inner circumference of the hollow disc. In one or more embodiments, the second connection frame 231 and the output terminals 20 are distributed on both sides of the first planetary row 1, i.e. the second connection frame 231 is located between two planetary rows. As shown in FIG. 1, the second driving member K22 is coupled to the second ring gear 22. In one or more embodiments, the second driving member K22 is connected to the second ring gear 22 by a spline, the second driving member K22 can rotate synchronously with the second ring gear 22, and the second driving member K22 can slide relative to the second ring gear 22 along the axial direction of the second ring gear 22. The second driving member K22 is connected to the third driven member K21 or the fourth driven member K23 by sliding reciprocally.
In one or more embodiments, the third passive element K21, the fourth passive element K23 and the second active element K22 comprise electromagnetic rings thereon that mate with each other, and accordingly, the second control unit K2 forms an electromagnetic brake clutch. Alternatively, the third driven member K21, the fourth driven member K23 and the second driving member K22 include friction rings thereon that mate with each other, and accordingly, the second control unit K2 forms a friction brake clutch. Alternatively, the second control unit K2 may also be a hydraulic brake clutch or other suitable brake clutch.
In one or more embodiments, as shown in fig. 1, the third passive element K21, the fourth passive element K23 and the second active element K22 are all ring-shaped sheets and parallel to each other, and the second active element K22 is disposed between the third passive element K21 and the fourth passive element K23. The second driving member K22 is reciprocally translatable along an axial direction of the second ring gear 22 between the third driven member K21 and the fourth driven member K23 to form different control fits. Which will automatically disengage from the fourth passive K23 when moved into engagement with the third passive K21 or will automatically disengage from the third passive K21 when moved into engagement with the fourth passive K23. Thereby realizing the alternative connection between the second driving member K22 and the third driven member K21 or the fourth driven member K23.
In other embodiments, the third passive element K21, the fourth passive element K23, and the second active element K22 each include a plurality of ring segments, with portions of the ring segments of the second active element K22 being spaced between the ring segments of the third passive element K21, and portions of the ring segments of the second active element K22 being spaced between the ring segments of the fourth passive element K23. The second driving member K22 can be engaged with or disengaged from the ring pieces on the third driven member K21 and the fourth driven member K23 by controlling the reciprocating movement of the ring pieces thereon. When part of the ring piece of the second driving member K22 moves to be engaged with the ring piece of the third driven member K21, the other ring pieces of the second driving member K22 are automatically separated from the ring piece of the fourth driven member K23, or when part of the ring piece of the second driving member K22 is engaged with the ring piece of the fourth driven member K23, the other ring pieces of the second driving member K22 are automatically separated from the ring piece of the third driven member K21. Therefore, in the embodiment of the invention, only one part of the second driving member K22 is controlled to synchronously change the two matching relationships, so as to realize the alternative connection between the second driving member K22 and the third driven member K21 or the fourth driven member K23. The design can effectively simplify the structure, reduce the number of parts and ensure the reliability and stability of control logic.
In one or more embodiments, the first row 1 has a first gear ratio i1 with the first sun gear 11 as input, the first ring gear 12 stationary, and the first carrier 13 as output. With the second sun gear 21 as input, the second ring gear 22 stationary and the second planet carrier 23 as output, the second planetary gear set 2 has a second gear ratio i2.
According to the embodiment of the invention, the double-planet-row speed change mechanism A can form various working conditions through the control cooperation of the first control unit K1 and the second control unit K2. FIG. 2 is a schematic diagram of a dual planetary gear set transmission according to an embodiment of the present invention in a first operating mode. As shown in fig. 2, when the double-row planetary gear mechanism a is in the first working condition, the first driving member K12 is kept engaged with the first driven member K11, and the first driving member K12 is separated from the second driven member K13; the second driving member K22 remains engaged with the third driven member K21, and the second driving member K22 is disengaged from the fourth driven member K23.
FIG. 3 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 2 during a first operating condition. As shown in fig. 3, under the first working condition, the driver T drives the first sun gear 11 to directionally rotate through the input end 10, the first ring gear 12 is braked to be in a static state, the first sun gear 11 drives the first planet carrier 13 to directionally rotate through the first planet gears 14, and at this time, the first planet carrier 1 outputs at a speed reduction and torque increase in a transmission ratio i1. The first planet carrier 13 drives the second sun gear 21 to directionally rotate through the transmission shaft 30, the second gear ring 22 is braked to be in a static state, the second sun gear 21 drives the second planet carrier 23 to directionally rotate through the second planet gears 24, and at the moment, the second planet row 2 is subjected to speed reduction and torque increase output in the transmission ratio i2.
Therefore, when the double planetary gear set transmission mechanism a is in the first working condition, the total transmission ratio is i1 x i2, the power input by the driver T from the input end 10 is subjected to two-stage speed reduction and torque increase through the first planetary gear set 1 and the second planetary gear set 2, and the power output from the output end 20 has a larger reserve torque. In one or more embodiments, the first working condition is suitable for starting or reversing a vehicle, and can effectively improve the starting acceleration effect and the climbing capability of the vehicle.
FIG. 4 is a schematic diagram of a dual row transmission mechanism according to an embodiment of the present invention in a second operating mode. As shown in fig. 4, when the double-row planetary gear mechanism a is in the second working condition, the first driving member K12 is kept engaged with the first driven member K11, and the first driving member K12 is separated from the second driven member K13; the second driving member K22 remains engaged with the fourth driven member K23, and the second driving member K22 is disengaged from the third driven member K21.
FIG. 5 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 4 during a second operating condition. As shown in fig. 5, under the second working condition, the driver T drives the first sun gear 11 to directionally rotate through the input end 10, the first ring gear 12 is braked to be in a static state, the first sun gear 11 drives the first planet carrier 13 to directionally rotate through the first planet gears 14, and at this time, the first planet carrier 1 outputs at a speed reduction and torque increase in a transmission ratio i1. The first planet carrier 13 drives the second sun gear 21 to directionally rotate through the transmission shaft 30. According to the basic principle of the planetary gear, the sun gear, the gear ring and the planet carrier are three components, the rotation speed of any two components is the same, and the rotation speed of the other component is the same. In the second working condition, after the second driving member K22 is engaged with the fourth driven member K23, the second ring gear 22 is fixedly connected with the second carrier 23, so that the rotation speeds of the second sun gear 21, the second ring gear 22 and the second carrier 23 are the same, and at this time, the transmission ratio of the second planetary gear set 2 is 1.
Thus, the total gear ratio of the double row transmission mechanism a in the second operating mode is i1 x 1. The overall gear ratio of the transmission mechanism a becomes smaller than that of the first operating condition. In one or more embodiments, the second operating condition is applicable to a ramp-up phase after vehicle launch. It will be readily appreciated that this second condition may also be used in a vehicle launch phase or other suitable travel phase. It should be emphasized that the relative rotational speeds of the second ring gear 22 and the second carrier 23 of the double-row transmission mechanism a are small in the first operating condition, and when the double-row transmission mechanism a is switched from the first operating condition to the second operating condition, the two can be quickly engaged, and the relative wear therebetween is small.
FIG. 6 is a schematic diagram of a dual planetary gear set transmission according to an embodiment of the present invention in a third operating mode. As shown in fig. 6, when the double-row planetary gear mechanism a is in the third working condition, the first driving member K12 is kept engaged with the second driven member K13, and the first driving member K12 is separated from the first driven member K11; the second driving member K22 remains engaged with the third driven member K21, and the second driving member K22 is disengaged from the fourth driven member K23.
FIG. 7 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 6 during a third operating mode. As shown in fig. 7, under the third working condition, after the first driving member K12 and the second driven member K13 are engaged, the first ring gear 12 and the first carrier 13 are fixedly connected, so that the rotational speeds of the first sun gear 11, the first ring gear 12 and the first carrier 13 are the same, and at this time, the transmission ratio of the first planet row 1 is 1. The first planet carrier 13 drives the second sun gear 21 to directionally rotate through the transmission shaft 30, the second gear ring 22 is braked to be in a static state, the second sun gear 21 drives the second planet carrier 23 to directionally rotate through the second planet gears 24, and at the moment, the second planet row 2 is subjected to speed reduction and torque increase output in the transmission ratio i2.
Thus, the total gear ratio of the double row transmission mechanism a in the third operating mode is 1 x i2. The overall gear ratio of the transmission mechanism a becomes smaller than that of the first operating condition. Therefore, the third working condition is suitable for the speed increasing stage after the vehicle starts. It will be readily appreciated that this third condition may also be used in a vehicle launch phase or other suitable travel phase. It should be emphasized that the relative rotational speeds of the first ring gear 12 and the first carrier 13 are smaller in the first or second operating condition of the double row transmission mechanism a, and the double row transmission mechanism a can be quickly engaged and the relative wear therebetween is smaller when the double row transmission mechanism a is switched from the first or second operating condition to the third operating condition.
FIG. 8 is a schematic diagram of a dual row transmission mechanism according to an embodiment of the present invention in a fourth operating mode. As shown in fig. 8, when the double-row planetary gear mechanism a is in the fourth working condition, the first driving member K12 is kept engaged with the second driven member K13, and the first driving member K12 is separated from the first driven member K11; the second driving member K22 remains engaged with the fourth driven member K23, and the second driving member K22 is disengaged from the third driven member K21.
FIG. 9 is a graph of rotational speed relationships of various components of the dual planetary gear set transmission of FIG. 8 during a fourth operating mode. As shown in fig. 9, in the fourth working condition, after the first driving element K12 and the second driven element K13 are engaged, the first ring gear 12 and the first carrier 13 are fixedly connected, so that the rotational speeds of the first sun gear 11, the first ring gear 12 and the first carrier 13 are the same, and at this time, the transmission ratio of the first row 1 is 1. The first planet carrier 13 drives the second sun gear 21 to directionally rotate through the transmission shaft 30. After the second driving member K22 is engaged with the fourth driven member K23, the second ring gear 22 is fixedly connected with the second planet carrier 23, so that the rotational speeds of the second sun gear 21, the second ring gear 22 and the second planet carrier 23 are the same, and at this time, the transmission ratio of the second planet row 2 is 1.
Thus, the overall gear ratio of the double row transmission mechanism A in the fourth operating mode is 1*1. The rotational speeds of the input 10 and output 20 are the same. In one or more embodiments, the fourth operating condition is applicable to high speed vehicle travel. It will be readily appreciated that this fourth condition may also be used for vehicle acceleration or other suitable driving phases.
In summary, as shown in fig. 2 to 9, the double-row planetary gear mechanism a according to the embodiment of the present invention can generate four fixed gear ratios with values of i1 i2, i1, i2, and 1 by switching different working conditions, and the vehicle can correspondingly implement four-gear shifting. When i1 is larger than i2, the working condition switching sequence of the speed change mechanism A is a first working condition, a second working condition, a third working condition and a fourth working condition when the vehicle runs from starting, low speed, medium speed to high speed in sequence. When i1 is smaller than i2, the working condition switching sequence of the speed change mechanism A is a first working condition, a third working condition, a second working condition and a fourth working condition when the vehicle runs from starting, low speed, medium speed to high speed in sequence. It will be readily appreciated that the double row transmission mechanism a is capable of producing three fixed gear ratios of unequal magnitude when the gear ratios i1 and i2 are equal, and that the vehicle is correspondingly capable of achieving three gear shifts. When the vehicle runs from starting, middle speed to high speed in sequence, the working condition switching sequence of the double-planet-row speed change mechanism A is a first working condition, a second working condition or a third working condition and a fourth working condition. The double-planet-row speed change mechanism A provided by the embodiment of the invention can enable the driver T to be in a high-efficiency working state for a long time when a vehicle runs in different speed ranges, thereby effectively improving the energy utilization rate.
According to the double-planet-row speed change mechanism A, the first planet row 1 and the second planet row 2 are in series transmission, a large transmission ratio range can be formed, four fixed transmission ratios are formed in the transmission ratio range, and gear shifting of a vehicle can be smoother and smoother. The control logic of the embodiment of the invention is simple, and the working condition switching can be completed only by controlling the movement of the first driving part K12 and the second driving part K22. More importantly, the driving part is synchronously separated from one driven part when being connected with the other driven part, so that synchronous linkage control of braking and clutch is realized, the control logic can be effectively simplified, and continuous output of power in the gear shifting process can be ensured, thereby solving the technical defects of complex control and power interruption in gear shifting of the traditional speed change mechanism.
Thus far, the technical solution of the present invention has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present invention, and such modifications and substitutions will fall within the scope of the present invention.
Claims (16)
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210289369.3A CN116816880A (en) | 2022-03-22 | 2022-03-22 | Dual planetary transmission mechanism and powertrain |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210289369.3A CN116816880A (en) | 2022-03-22 | 2022-03-22 | Dual planetary transmission mechanism and powertrain |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016202726A1 (en) * | 2016-02-23 | 2017-08-24 | Schaeffler Technologies AG & Co. KG | High-ratio gearbox device, in particular for an electrically operated motor vehicle |
| CN110657201A (en) * | 2018-06-29 | 2020-01-07 | 比亚迪股份有限公司 | Transmissions, Powertrains and Vehicles |
| CN215171931U (en) * | 2021-07-19 | 2021-12-14 | 清驰汽车江苏有限公司 | Double-planetary-row speed changer |
| CN216812728U (en) * | 2022-03-22 | 2022-06-24 | 清驰汽车江苏有限公司 | Double-planet-row speed change mechanism and power assembly |
-
2022
- 2022-03-22 CN CN202210289369.3A patent/CN116816880A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016202726A1 (en) * | 2016-02-23 | 2017-08-24 | Schaeffler Technologies AG & Co. KG | High-ratio gearbox device, in particular for an electrically operated motor vehicle |
| CN110657201A (en) * | 2018-06-29 | 2020-01-07 | 比亚迪股份有限公司 | Transmissions, Powertrains and Vehicles |
| CN215171931U (en) * | 2021-07-19 | 2021-12-14 | 清驰汽车江苏有限公司 | Double-planetary-row speed changer |
| CN216812728U (en) * | 2022-03-22 | 2022-06-24 | 清驰汽车江苏有限公司 | Double-planet-row speed change mechanism and power assembly |
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Country or region after: China Address after: 017008 Inner Mongolia Autonomous Region Ordos City Dongsheng District Hantai Town High-tech Industrial Development Zone Jiaqi Innovation Incubation Center A Building 201 Room Applicant after: Qingchi Automobile (Inner Mongolia) Co.,Ltd. Address before: 215200 Vehicle Institute, building 5, Suzhou automobile research institute, Tsinghua University, No. 139, Lianyang Road, Wujiang District, Suzhou City, Jiangsu Province Applicant before: Qingchi automobile Jiangsu Co.,Ltd. Country or region before: China |