Multi-gear longitudinal hybrid power transmission system

Abstract

The invention relates to a multi-gear longitudinal hybrid power transmission system. The transmission system comprises a power assembly, a speed reduction main box, a generator assembly, a speed reduction auxiliary box assembly and a motor driving assembly, and the power assembly comprises an engine and is used for providing power; the speed reduction main box and generator assembly comprises a generator and four gears. The speed reduction auxiliary box assembly comprises two gears. The motor driving assembly comprises a driving motor used for driving a vehicle. Wherein the speed reduction main box and generator assembly and the speed reduction auxiliary box assembly are matched to achieve eight gears, at least one of the engine and the driving motor drives a vehicle, and the engine can drive a generator to generate electricity. The electromechanical hybrid power system is realized by adopting the form of engine motor power coupling and the combination of the four-gear transmission and the two-gear planet row speed reducing mechanism, can provide eight gears, and has the advantages of multiple gears, simple structure, and realization of high dynamic property and high fuel economy of the whole vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission structures, and in particular to a multi-gear longitudinal hybrid power transmission system. Background Art

[0002] At present, the development of new energy vehicles has many functions, not only can it help the country reduce its dependence on oil, but also can reduce environmental pollution. As a major type of new energy vehicles, hybrid vehicles have become the key development direction of major automobile manufacturers. Plug-in hybrid solutions can achieve the optimal combination of vehicle power and economic indicators, becoming the best choice for vehicle fuel saving solutions.

[0003] Most hybrid systems at this stage adopt the P2 hybrid mode, that is, the motor is placed on the input shaft of the transmission. This hybrid transmission system is mainly based on the current mature automatic transmission technology and motor control technology. By changing the gear, the drive motor and the engine can work in the high-efficiency zone for a long time; at the same time, it can execute the engine alone drive, motor alone drive, engine and motor drive at the same time, motor braking and charging and other operation modes.

[0004] The working principle of plug-in hybrid vehicles mainly involves the coordinated work of electric motors and fuel engines. When the battery is fully charged, the vehicle can be driven entirely by the electric motor to achieve zero-emission driving. When the battery is low, the fuel engine will automatically start to provide energy to the electric motor to keep the vehicle running normally. In addition, many plug-in hybrid vehicles also have an energy recovery device that can convert the kinetic energy of the vehicle during braking and coasting into electrical energy and store it in the battery, thereby achieving the effect of charging the battery.

[0005] As the sales growth rate of plug-in hybrid vehicles continues to surpass that of pure electric vehicles, Chinese automakers have launched a new round of arms race for plug-in hybrid technology solutions. Major automakers have launched a new generation of hybrid technology to improve pure electric range and charging capacity. For example, the "Xiaopeng Kunpeng Super Electric System" released by Xiaopeng Motors has achieved a longer pure electric range and comprehensive range. In addition, technologies that originally appeared mainly in pure electric vehicles, such as 800V and high-rate fast charging, have also appeared in hybrid products one after another.

[0006] In summary, plug-in hybrid electric vehicles are a new energy vehicle technology that combines the advantages of traditional fuel engines and electric motors. It has advantages such as high energy-saving and emission-reduction effects, low operating costs and good comfort performance; but it also has disadvantages such as high vehicle purchase costs, limited driving range and insufficient charging facilities. With the continuous advancement of technology and the continuous development of the market, plug-in hybrid electric vehicles are expected to become one of the important development directions of the future automotive industry.

[0007] With the development of automobile technology, plug-in hybrid technology has emerged. Plug-in hybrid vehicles are new energy vehicles that have two independent power systems: an internal combustion engine and an electric motor. These two systems can work together to provide power according to driving conditions and needs. Its characteristic is that it can charge the battery through an external power source (such as a socket or a charging pile) to achieve pure electric driving. When the battery is exhausted, the vehicle will automatically switch to fuel mode and continue to drive using fuel.

[0008] In traditional technology, the main driving modes of the power system include motor power coupling planetary gear shifting, motor power coupling synchronizer shifting and wheel side drive. Among them, the material and processing accuracy requirements of the planetary gear frame are high, the motor power coupling synchronizer shifting has shifting power interruption, and the decentralized installation of the wheel side drive motor raises technical difficulties in structural layout, thermal management, electromagnetic compatibility and vibration control. At the same time, the transmission design has many defects, such as: the speed ratio between adjacent gears is large, the transmission ratio range is small, and the economic and power advantages are not obvious.

[0009] However, the current domestic dual-motor hybrid systems are mostly single-gear or two-gear, which cannot meet the ever-increasing demand for vehicle economy and power. Summary of the invention

[0010] Based on this, a combination of an engine-motor power coupling, a four-speed transmission and a two-speed planetary gear reduction mechanism is provided to realize an electromechanical hybrid power system, which can provide eight gears and has the advantages of a multi-gear longitudinal hybrid power transmission system with many gears, a simple structure, and the advantages of achieving high power and high fuel economy of the whole vehicle.

[0011] A multi-gear longitudinal hybrid power transmission system, the transmission system comprising:

[0012] A power assembly, including an engine, for providing power;

[0013] The main reduction box and generator assembly includes a generator and four gears;

[0014] A reduction gearbox assembly, including two gears;

[0015] A motor drive assembly, including a drive motor, for driving a vehicle;

[0016] Among them, the reduction main box, the generator assembly and the reduction sub-box assembly can cooperate to achieve eight gears, at least one of the engine and the drive motor drives the vehicle, and the engine can drive the generator to generate electricity.

[0017] In one embodiment, the power assembly further includes a flywheel, a torsional damper and a clutch.

[0018] In one embodiment, the reduction main box and generator assembly also includes an input shaft, a generator driving gear, a generator driven gear, a clutch, a first gear driving gear, a first gear first driven gear, a first gear second driven gear, a second gear driving driven gear, a first and second gear synchronizer, a third and fourth gear synchronizer, an intermediate shaft reduction gear, a third gear driving driven gear, a fourth gear driving driven gear and an intermediate shaft.

[0019] In one of the embodiments, the reduction gearbox assembly includes a gearbox shift mechanism, an outer ring gear, a sun gear and four planetary gears.

[0020] In one of the embodiments, the auxiliary gear shift mechanism includes a wet clutch and a brake to ensure that two gears are provided.

[0021] In one of the embodiments, the reduction gearbox assembly is a planetary gear structure.

[0022] In one embodiment, the engine is operating, the generator and the drive motor are not operating, and the engine drives the vehicle.

[0023] In one embodiment, the engine, generator and drive motor are all working, the drive motor outputs power to realize pure electric drive of the vehicle; at the same time, the engine charges the generator.

[0024] In one embodiment, the engine, generator and drive motor are all working, and the engine and drive motor simultaneously output power to drive the vehicle; at the same time, the clutch is engaged and the engine charges the generator.

[0025] In one of the embodiments, during vehicle braking and descent of a long slope, the engine and the drive motor are not working, the synchronizer and the first gear driven gear are engaged, the clutch is disengaged, and the braking reverse drag force is transmitted to the generator to achieve braking energy recovery charging.

[0026] The above transmission system adopts a main box reduction and auxiliary box reduction combination scheme, has eight gears, is small in size and occupies little space in the whole vehicle while ensuring the same performance indicators, and enables the engine to work in the best economic zone; adopts the form of engine motor power coupling, a four-speed transmission and a two-speed planetary gear reduction mechanism combination to realize an electromechanical hybrid power system, which can provide eight gears, has the advantages of many gears, simple structure, and realizes high power and high fuel economy of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Fig. 1 is a schematic diagram of the structure of the present invention;

[0028] Among them, a, power assembly; b, reduction main box and generator assembly; c, reduction sub-box assembly; d, motor drive assembly; 1, engine; 2, flywheel; 3, torsional damper; 4, first clutch; 5, input shaft; 6, generator; 7, generator driven gear; 8, second clutch; 9, first gear second driven gear 9; 10, 26, second gear active driven gear; 11, third gear active driven gear; 12, third and fourth gear synchronizer; 13, fourth gear active driven gear; 14, brake; 15, outer gear ring; 16, wet clutch; 17, motor output passive gear; 18, output shaft; 19, drive motor; 20, motor output active gear; 21, sun gear; 22, planetary gear; 23, intermediate shaft; 24, 25, intermediate shaft reduction gear; 27, first and second gear synchronizer 27; 28, first gear first driven gear; 29, first gear active gear; 30, generator active gear. DETAILED DESCRIPTION

[0029] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0030] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0031] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0032] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0034] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0035] As shown in FIG1 , an embodiment of the present invention provides a multi-speed electromechanical hybrid power transmission system, including a power assembly a, a reduction main box and generator assembly b, a reduction sub-box assembly c and a motor drive assembly d.

[0036] The power assembly a includes an engine 1 , a flywheel 2 , a torsional vibration damper 3 and a first clutch 4 .

[0037] The powertrain is a complex system that integrates multiple key components to ensure that a machine or vehicle can run smoothly and efficiently. The engine 1 is responsible for converting fuel into mechanical energy. The flywheel 2 is a large rotating body that is usually connected to the engine's crankshaft. Its main function is to store and release energy, helping the engine maintain a steady speed during operation.

[0038] The flywheel 2 can also provide a certain amount of power support for the vehicle through its inertia when the engine is temporarily shut down or has insufficient power.

[0039] The torsional vibration damper 3 is a device used to reduce or eliminate torsional vibration between the engine and the transmission system. It absorbs and disperses the torsional shock generated by the engine through internal springs, dampers and other components, thereby protecting other components of the transmission system from damage. The presence of the torsional vibration damper 3 can significantly improve the durability and ride comfort of the power assembly a.

[0040] The first clutch 4 is a key component connecting the engine and the transmission system, and allows the driver to disconnect or connect the power output of the engine when needed.

[0041] The reduction main box and generator assembly b includes an input shaft 5, a generator 6, a generator driving gear 30, a generator driven gear 7, a second clutch 8, a first gear driving gear 29, a first gear first driven gear 28, a first gear second driven gear 9, second gear driving and driven gears 10, 26, a first and second gear synchronizer 27, a third and fourth gear synchronizer 12, an intermediate shaft reduction gear 24, 25, a third gear driving and driven gear 11, a fourth gear driving and driven gear 13 and an intermediate shaft 23.

[0042] The input shaft 5 is the part where the reduction main box is connected to the engine 1. It is responsible for transmitting the torque and speed of the engine 1 to the gear system inside the reduction main box.

[0043] The first gear driving gear 29, the first gear driven gear 28 and the first gear second driven gear 9 form a first gear transmission system. When the input shaft drives the first gear driving gear to rotate, it will be transmitted through the first gear first driven gear and the first gear second driven gear to achieve deceleration and increase of torque.

[0044] The second gear driving and driven gears 10 and 26 constitute a second gear transmission system. By changing the meshing relationship of the gears, different transmission ratios can be achieved to meet different speed and torque requirements.

[0045] The first and second gear synchronizers 27 are used to realize the smooth switching between different gears. During the gear shifting process, the synchronizer will first make the gear to be meshed reach the synchronous speed, thereby avoiding the gear shifting shock and gear damage.

[0046] The third and fourth gear synchronizer 12 is used to achieve smooth switching between the third and fourth gears. The intermediate shaft 23 is an important component inside the reduction main box, which connects the gears of multiple gears. The intermediate shaft reduction gears 24 and 25 are used to further reduce speed and increase torque to meet different transmission requirements.

[0047] The third gear driving and driven gear 11 and the fourth gear driving and driven gear 13 form a third gear and a fourth gear transmission system. Different gear combinations can achieve different transmission ratios and torque outputs.

[0048] The generator 6 is a device that converts mechanical energy into electrical energy.

[0049] Generator driving gear 30 and generator driven gear 7 are used to transmit the power of the reduction main box to the generator. Through the meshing of the gears, it can be ensured that the generator runs with appropriate speed and torque.

[0050] The second clutch 8 is used to connect or disconnect the power transmission between the generator and the reduction main box. When the generator is required to work, the clutch will be engaged; when the generator is not required to work, the clutch will be disengaged to avoid unnecessary energy loss and wear.

[0051] The reduction gearbox assembly C is a planetary gear structure, and includes an outer ring gear 15, a sun gear 21 and four planetary gears 22. The gear shift mechanism of the gearbox adopts a combination of a wet clutch 16 and a brake 14 to ensure that the reduction gearbox assembly C can provide two gears.

[0052] The reduction gearbox assembly C is a complex transmission system with a planetary gear structure, which uses a combination of an outer ring gear, a sun gear and planetary gears to achieve deceleration and gear switching.

[0053] The outer ring gear 15 is a key component in the planetary gear structure, which is usually fixed to a fixed housing or frame. The inner side of the outer ring gear 15 has a series of teeth, which mesh with the outer teeth of the planetary gear to form a planetary transmission system. The sun gear 21 is located at the center of the planetary gear, which is usually connected to the input shaft and receives power from an external power source. The outer side of the sun gear 21 has a series of teeth, which mesh with the inner teeth of the planetary gear. The planetary gears 22 are located between the sun gear 21 and the outer ring gear 15, and they are usually supported in the planetary gear by a planet carrier or a planetary shaft. The outer teeth of the planetary gear 22 mesh with the inner teeth of the outer ring gear 15, and the inner teeth mesh with the outer teeth of the sun gear 21. The rotational motion of the planetary gear 22 is the combined result of the relative motion of the sun gear 21 and the outer ring gear 15.

[0054] The wet clutch 16 is a clutch that is cooled and lubricated by oil, and it is commonly used in heavy-duty transmission systems. In the reduction sub-box assembly C, the wet clutch 16 is used to connect or disconnect the power transmission between the sun gear 21 and the planetary gear 22. When the wet clutch 16 is engaged, the power of the sun gear 21 is transmitted to the planetary carrier, thereby driving the planetary gear 22 to rotate. The brake 14 is used to fix or limit the rotational movement of a certain component. In the reduction sub-box assembly C, the brake 14 is generally used to fix the outer ring gear 15 or the planetary carrier, thereby changing the transmission ratio of the planetary transmission system. When the brake 14 is working, it prevents the rotation of the outer ring gear 15 or the planetary carrier, thereby changing the relative motion relationship between the planetary gear 22 and the sun gear 21 and the outer ring gear 15.

[0055] The main reduction box and generator assembly B realize four gears, the auxiliary reduction box assembly C realizes two gears, and the main reduction box and generator assembly B and the auxiliary reduction box assembly C cooperate to realize eight gears, thereby increasing the flexibility and adaptability of the transmission system.

[0056] Four gears of the reduction gearbox and generator assembly b

[0057] The main gearbox and generator assembly b contains complex gears, shafts, synchronizers and other components. Four different gears can be achieved through different gear combinations and synchronizer switching. These four gears usually have different transmission ratios to meet the power requirements of the vehicle under different working conditions. When the main gearbox and generator assembly b are used in conjunction with the reduction sub-box assembly c, their respective gears can be combined with each other to achieve more gear selections. Specifically: The first gear of the main box is combined with the first gear of the sub-box: At this time, the overall transmission ratio of the transmission system is determined by the first gear of the main box and the first gear of the sub-box; it is often used in working conditions that require high torque and low speed. The first gear of the main box is combined with the second gear of the sub-box: By changing the gear of the sub-box, the transmission ratio can be further adjusted; it is suitable for working conditions that require medium torque and speed. The second gear of the main box is combined with the first gear of the sub-box: By changing the gear of the main box, different transmission ratios can also be obtained; it is used in working conditions that require higher speed and medium torque. Combination of the second gear of the main gearbox and the second gear of the auxiliary gearbox: The overall transmission ratio of the transmission system is determined by the second gear of the main gearbox and the second gear of the auxiliary gearbox; it is used for working conditions that require high speed and low torque. In addition to the above four basic combinations, since the main gearbox has four gears and the auxiliary gearbox has two gears, in theory, four more different gears can be achieved through different shifting sequences and combinations. These gears may have more complex transmission ratios and power characteristics to meet more diverse working conditions.

[0058] The coordination of the main reduction box and generator assembly B with the auxiliary reduction box assembly C realizes the transformation of eight gears through different gear combinations, the switching of synchronizers, and the control of wet clutches and brakes. This design greatly improves the flexibility and adaptability of the transmission system, enabling the vehicle to obtain the best power performance and fuel economy under different working conditions.

[0059] The motor drive assembly d includes a drive motor 19, a motor output driving gear 20, a motor output passive gear 17 and an output shaft 18 to ensure that the motor drives the vehicle. The drive motor 19 is responsible for converting electrical energy into mechanical energy. The drive motor 19 has the characteristics of high torque and high efficiency to meet the power requirements of the vehicle under different working conditions. It may adopt technologies such as DC motors, AC motors or permanent magnet synchronous motors, depending on the design requirements of the vehicle. The motor output driving gear 20 is directly connected to the output shaft of the drive motor and is used to transmit the rotational motion of the drive motor 19 to the next transmission component. The number of teeth and module of the motor output driving gear 20 are usually designed according to the transmission ratio and torque transmission requirements to ensure effective transmission of power.

[0060] The motor output passive gear 17 meshes with the motor output driving gear 20, and the rotational motion of the motor output driving gear 20 is transmitted to the output shaft through gear transmission. The number of teeth and module of the motor output passive gear 17 match the motor output driving gear 20 to achieve the required transmission ratio. This gear transmission method has the advantages of simple structure and high transmission efficiency.

[0061] The output shaft 18 is a connecting component between the motor drive assembly d and the vehicle transmission system. It transmits the rotational motion generated by the motor through gear transmission to the vehicle's drive shaft or wheels, thereby driving the vehicle forward or backward. The strength and rigidity of the output shaft are usually designed according to the vehicle's load and driving speed to ensure its reliability and durability.

[0062] In one implementation, the hybrid powertrain system of the present application can ensure that the engine 1, the generator 6 and the drive motor 19 can achieve optimal efficiency during the vehicle driving process. The specific working conditions are as follows:

[0063] Working condition 1: Only the engine 1 is driving, the generator 6 and the drive motor 19 are not working.

[0064] Engine 1 first gear: Engine 1 starts, generator 6 and drive motor 19 do not work, second clutch 8 is engaged, first and second gear synchronizer 27 is engaged with first gear first driven gear 28;

[0065] Engine 1 second gear: Engine 1 starts, generator 6 and drive motor 19 do not work, second clutch 8 is disengaged, first and second gear synchronizer 27 is engaged with second gear first driven gear 26;

[0066] Engine 1 third gear: the engine 1 is started, the generator 6 and the drive motor 19 are not working, the second clutch 8 is disengaged, and the third gear synchronizer 12 is engaged with the third gear driven gear 11.

[0067] Engine 1 fourth gear: Engine 1 starts, generator 6 and drive motor 19 do not work, second clutch 8 is disengaged, and third gear synchronizer 12 is engaged with fourth gear driven gear 13.

[0068] Working condition 2: the engine 1 , the generator 6 and the drive motor 19 are all working, the drive motor 19 outputs power to realize pure electric drive of the vehicle; at the same time, the engine 1 charges the generator 6 .

[0069] Working condition three: the engine 1, the generator 6 and the drive motor 19 are all working, the engine 1 and the drive motor 19 output power at the same time, so that the vehicle obtains maximum driving force, and the engine 1 drive has three gears; at the same time, the second clutch 8 is engaged, and the engine 1 charges the generator 6.

[0070] Working condition 4: During vehicle braking or descent, the engine 1 and the drive motor 19 are not working, the synchronizer 27 and the first gear driven gear 28 are engaged, the second clutch 8 is disengaged, and the braking reverse drag force is transmitted to the generator 6 to realize braking energy recovery charging.

[0071] The present invention adopts a combination of main gearbox deceleration and auxiliary gearbox deceleration, has eight gears, has a small volume and occupies a small space of the whole vehicle under the condition of ensuring the same performance indicators, and realizes that the engine can work in the best economic zone. The combination of engine motor power coupling, four-speed transmission and two-speed planetary gear reduction mechanism realizes an electromechanical hybrid power system, which can provide eight gears, has the advantages of multiple gears, simple structure, and high power and high fuel economy of the whole vehicle.

[0072] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0073] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A multi-gear longitudinal hybrid power transmission system, characterized in that: The transmission system comprises: A power assembly (a) includes an engine (1) for providing power; The reduction main box and generator assembly (b) comprises a generator (6) and four gears; The reduction gearbox assembly (c) includes two gears; A motor drive assembly (d), comprising a drive motor (19), for driving the vehicle; The reduction main box and generator assembly (b) and the reduction sub-box assembly (c) cooperate to realize eight gears, at least one of the engine (1) and the drive motor (19) drives the vehicle, and the engine (1) can drive the generator (6) to generate electricity.

2. The transmission system according to claim 1, characterized in that: The power assembly (a) further comprises a flywheel (2), a torsional damper (3) and a first clutch (4).

3. The transmission system according to claim 2, characterized in that: The reduction main box and generator assembly (b) further comprises an input shaft (5), a generator driving gear (30), a generator driven gear (7), a second clutch (8), a first gear driving gear (29), a first gear first driven gear (28), a first gear second driven gear (9), second gear driving and driven gears (10, 26), a first and second gear synchronizer (27), a third and fourth gear synchronizer (12), an intermediate shaft reduction gear (24, 25), a third gear driving and driven gear (11), a fourth gear driving and driven gear (13) and an intermediate shaft (23).

4. The transmission system according to claim 3, characterized in that: The reduction gearbox assembly (c) comprises a gearbox shift mechanism, an outer ring gear (15), a sun gear (21) and four planetary gears (22).

5. The transmission system according to claim 4, characterized in that: The auxiliary box shift mechanism comprises a wet clutch (16) and a brake (14), which are used to ensure that two gear positions are provided.

6. The transmission system according to claim 5, characterized in that: The reduction gearbox assembly (c) is a planetary gear structure.

7. The transmission system according to any one of claims 1 to 5, characterized in that: The engine (1) is working, the generator (6) and the drive motor (19) are not working, and the engine (1) drives the vehicle.

8. The transmission system according to claim 1, characterized in that: The engine (1), the generator (6) and the drive motor (19) are all in operation, and the drive motor (19) outputs power to achieve pure electric drive of the vehicle; at the same time, the engine (1) charges the generator (6).

9. The transmission system according to claim 3, characterized in that: The engine (1), the generator (6) and the drive motor (19) are all in operation, and the engine (1) and the drive motor (19) simultaneously output power to drive the vehicle; at the same time, the second clutch (8) is engaged, and the engine (1) charges the generator (6).

10. The transmission system according to claim 3, characterized in that: During vehicle braking and descent on a long slope, the engine (1) and the drive motor (19) are not in operation, the synchronizer (27) and the first gear driven gear (28) are engaged, the second clutch (8) is disengaged, and the braking reverse drag force is transmitted to the generator (6), thereby realizing braking energy recovery charging.

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