Hybrid powertrain for vehicles

Abstract

A hybrid powertrain for a vehicle comprises: a first input shaft connected to an engine; a second input shaft connected to the engine and mounted coaxially with the first input shaft; a motor input shaft mounted coaxially with the first input shaft and connected to the motor; a first output shaft and a second output shaft mounted parallel to the first input shaft and the second input shaft; a first drive gear and a second drive gear connected to the motor input shaft; a first driven gear meshing with the first drive gear; a second driven gear meshing with the second drive gear; a compound synchronizer coupling and disengaging the first input shaft and the motor input shaft and coupling and disengaging the first drive gear and the motor input shaft; a third clutch coupling and disengaging the second drive gear and the motor input shaft; and a plurality of external gear pairs configured to respectively define different gear ratios.

Description

Technical Field

[0001] The present invention relates to a hybrid powertrain layout applicable to a vehicle. Background Art

[0002] A TMED (Transmission-Mounted Electric Device) type hybrid powertrain is a hybrid powertrain in which an electric motor is mounted on a transmission instead of an engine.

[0003] In conventional TMED hybrid powertrains constructed as described above, a structure in which the engine is connected to the electric motor via an engine clutch is widely used. Because this hybrid powertrain includes an engine clutch, the installation of the engine clutch increases manufacturing costs. Furthermore, when the engine clutch is engaged, the engine speed and the electric motor speed are limited to the same level. Furthermore, because the shift map is set based on the engine's optimal operating point, while the electric motor's primary operating range is concentrated in the low-speed range, achieving optimal electric motor performance is difficult. Furthermore, because the electric motor is located on the input side of the transmission, the power transmission path between the drive wheels and the electric motor during regenerative braking becomes complex, reducing regenerative braking efficiency.

[0004] The information disclosed in this Background of the Invention section is only for enhancement of understanding of the overall background of the invention and should not be considered as an admission or any form of suggestion that this information constitutes the prior art already known to a person skilled in the art. Summary of the Invention

[0005] Various aspects of the present invention are directed to providing a hybrid powertrain for a vehicle, in which an engine clutch for performing coupling and decoupling between an engine and an electric motor is omitted to reduce the manufacturing cost and weight of the vehicle, the electric motor is controlled independently relative to the engine to achieve optimal operation of the electric motor and the engine, and the power transmission path between the electric motor and the drive wheels is shortened during regenerative braking, thereby improving the efficiency of the EV mode and regenerative braking.

[0006] According to various aspects of the present invention, the above and other objects can be achieved by providing a hybrid powertrain for a vehicle, the hybrid powertrain comprising: a first input shaft selectively connectable to an engine via a first clutch; a second input shaft selectively connectable to the engine via a second clutch and coaxially mounted with the first input shaft; a motor input shaft coaxially mounted with the first input shaft and connected to the motor; a first output shaft and a second output shaft mounted parallel to the first input shaft and the second input shaft; a first drive gear and a second drive gear rotatably mounted to the motor input shaft; a first driven gear disposed on the first output shaft to mesh with the first drive gear; a second driven gear disposed on the first output shaft to mesh with the second drive gear; and a complex synchronizer. a synchronizer configured to individually perform engagement and disengagement between the first input shaft and the motor input shaft and engagement and disengagement between the first drive gear and the motor input shaft; a third clutch configured to perform engagement and disengagement between the second drive gear and the motor input shaft; and a plurality of external gear pairs configured to respectively define different gear ratios between the first input shaft and the first output shaft, between the first input shaft and the second output shaft, between the second input shaft and the first output shaft, and between the second input shaft and the second output shaft, wherein the gear ratio between the first drive gear and the first driven gear, the gear ratio between the second drive gear and the second driven gear, and the plurality of gear ratios between the plurality of external gear pairs form a series of gear ratios for driving a vehicle.

[0007] The compound synchronizer may include a hub mounted on the motor input shaft; and first and second sleeves mounted on the hub to independently slide in an axial direction of the hub.

[0008] The first drive gear may be integrally mounted with a first clutch gear configured to selectively mesh with a second sleeve of the compound synchronizer.

[0009] The compound synchronizer may form a synchronizer configured to be connected to the first input shaft by a synchronizing action of a synchronizer ring when the first sleeve moves in the axial direction, and the second sleeve may form a dog clutch with the first clutch gear of the first drive gear.

[0010] The first drive gear and the first driven gear can be configured to define a first speed transmission ratio, the second drive gear and the second driven gear can be configured to define a second speed transmission ratio, the external gear pair between the first input shaft and the first output shaft can be configured to define a fourth speed transmission ratio, the external gear pair between the first input shaft and the second output shaft can be configured to define a sixth speed transmission ratio, the external gear pair between the second input shaft and the first output shaft can be configured to define a fifth speed transmission ratio, and the external gear pair between the second input shaft and the second output shaft can be configured to define a third speed transmission ratio.

[0011] The first input shaft may be provided with a third drive gear commonly used to achieve the fourth speed transmission ratio and the sixth speed transmission ratio, the second input shaft may be provided with a fourth drive gear commonly used to achieve the third speed transmission ratio and the fifth speed transmission ratio, the first output shaft may be provided with a fourth driven gear meshed with the third drive gear and a fifth driven gear meshed with the fourth drive gear, and the second output shaft may be provided with a sixth driven gear meshed with the third drive gear and a third driven gear meshed with the fourth drive gear.

[0012] The third drive gear can be installed on the first input shaft so that the rotation of the third drive gear is limited, the fourth drive gear can be installed on the second input shaft so that the rotation of the fourth drive gear is limited, the first output shaft can be provided with a fourth-fifth synchronizer, the fourth-fifth synchronizer is configured to selectively connect the fourth driven gear or the fifth driven gear to the first output shaft to limit the rotation of the fourth driven gear or the fifth driven gear relative to the first output shaft, and the second output shaft is installed with a third-sixth synchronizer, the third-sixth synchronizer is configured to selectively connect the third driven gear or the sixth driven gear to the second output shaft to limit the rotation of the third driven gear or the sixth driven gear relative to the second output shaft.

[0013] The third drive gear may be integrally mounted with a clutch gear that selectively meshes with the first sleeve of the compound synchronizer.

[0014] The first output shaft is provided with a first output gear, the second output shaft may be provided with a second output gear, and the first output gear and the second output gear may be engaged with a ring gear of the differential.

[0015] The first clutch and the second clutch may constitute a dual clutch formed in a single clutch housing, and the second input shaft may include a hollow shaft surrounding the first input shaft.

[0016] The method and apparatus of the present invention have other features and advantages that will be apparent from or set forth in more detail in the accompanying drawings and the following detailed description taken in conjunction with this document, which together serve to explain certain principles of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a view schematically illustrating a configuration of a hybrid power train of a vehicle according to an exemplary embodiment of the present invention;

[0018] Figure 2 It is shown exemplarily in Figure 1 A diagram illustrating a process of shifting gears from a first gear to a second gear in a hybrid powertrain;

[0019] Figure 3 It is shown exemplarily in Figure 1 A view of a process of shifting gears from a second gear to a third gear in a hybrid powertrain;

[0020] Figure 4 It is shown exemplarily in Figure 1 A view of a process of shifting gears from third gear to fourth gear in a hybrid powertrain;

[0021] Figure 5 It is shown exemplarily in Figure 1 A view of a process of shifting gears from fourth gear to fifth gear in a hybrid powertrain;

[0022] Figure 6 It is shown exemplarily in Figure 1 A view of a process of shifting gears from fifth gear to sixth gear in a hybrid powertrain;

[0023] Figure 7 It is shown exemplarily in Figure 1 Schematic diagram of a process of shifting gears from EV first gear to EV second gear in a hybrid powertrain.

[0024] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and use environment.

[0025] In the drawings, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0026] Reference will now be made in detail to various embodiments of the present invention, examples of which are shown in the accompanying drawings and described below. While the present invention will be described in conjunction with exemplary embodiments thereof, it should be understood that this description is not intended to limit the invention to these exemplary embodiments. On the contrary, the present invention is intended to cover not only these exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0027] Reference will now be made in detail to the exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings to refer to the same or like parts.

[0028] Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.

[0029] Reference Figure 1 , a hybrid powertrain for a vehicle according to an exemplary embodiment of the present invention includes: a first input shaft IN1 selectively connectable to an engine E via a first clutch CL1; a second input shaft IN2 selectively connectable to the engine E via a second clutch CL2 and coaxially mounted with the first input shaft IN1; a motor input shaft MI coaxially mounted with the first input shaft IN1 and connected to the motor M; first and second output shafts OUT1 and OUT2 mounted parallel to the first and second input shafts IN1 and IN2; a first drive gear DG1 and a second drive gear DG2 rotatably connected to the motor input shaft MI; a first driven gear PG1 provided on the first output shaft OUT1 to mesh with the first drive gear DG1; a second driven gear PG2, arranged on the first output shaft OUT1 to engage with the second drive gear DG2; a compound synchronizer CS, configured to respectively perform coupling and disengagement between the first input shaft IN1 and the motor input shaft MI, and engagement and disengagement between the first drive gear DG1 and the motor input shaft MI; a third clutch CL3, configured to perform engagement and disengagement between the second drive gear DG2 and the motor input shaft MI; and a plurality of external gear pairs, configured to respectively limit different gear ratios between the first input shaft IN1 and the first output shaft OUT1, between the first input shaft IN1 and the second output shaft OUT2, between the second input shaft IN2 and the first output shaft OUT1, and between the second input shaft IN2 and the second output shaft OUT2.

[0030] The gear ratio between the first drive gear DG1 and the first driven gear PG1 , the gear ratio between the second drive gear DG2 and the second driven gear PG2 , and the gear ratios between the plurality of external gear pairs form a series of gear ratios for driving a vehicle.

[0031] According to an exemplary embodiment of the present invention, the first drive gear DG1 and the first driven gear PG1 are configured to define a first speed transmission ratio, the second drive gear DG2 and the second driven gear PG2 are configured to define a second speed transmission ratio, and a plurality of external gear pairs are configured to define a third speed transmission ratio to a sixth speed transmission ratio, and thus, the vehicle is configured to achieve a series of transmission ratios from the first speed transmission ratio to the sixth speed transmission ratio.

[0032] The first and second clutches CL1 and CL2 consist of a dual clutch DCL formed in a single clutch housing. The second input shaft IN2 is a hollow shaft surrounding the first input shaft IN1, and the first output shaft OUT1 is provided with a first output gear OG1. The second output shaft OUT2 is provided with a second output gear OG2, and both the first and second output gears OG1 and OG2 mesh with the ring gear RG of the differential DF.

[0033] The powertrain according to an exemplary embodiment of the present invention is configured such that the power transmitted from the engine E to the first input shaft IN1 and the second input shaft IN2 respectively through the first clutch CL1 and the second clutch CL2 of the dual clutch DCL is transmitted to the differential DF through the first drive gear DG1, the first driven gear PG1, the second drive gear DG2 and the second driven gear PG2, thereby realizing forward gears from the first gear to the sixth gear, and performing smooth shifting without torque interruption through the shifting action described later.

[0034] Since electric motor M is not connected to engine E via an engine clutch, the need for an engine clutch is eliminated, thereby reducing vehicle manufacturing costs and weight. Furthermore, since electric motor M is controlled independently of engine E, a higher degree of freedom in controlling electric motor M is ensured. Furthermore, since power can be transmitted between electric motor M and the drive wheels via a shorter power transmission path, high power transmission efficiency can be ensured.

[0035] The compound synchronizer CS includes a hub HB mounted on the motor input shaft MI, and first and second sleeves SB1 and SB2 mounted on the hub HB to be independently slidable in the axial direction.

[0036] The term "axial direction" used herein refers to the length direction of the motor input shaft MI.

[0037] The first drive gear DG1 is integrally provided with the clutch gear CG, and is configured to mesh with the second sleeve SB2 of the compound synchronizer CS.

[0038] The compound synchronizer CS forms a synchronizer configured to be connected to the first input shaft IN1 by a synchronizing action of a synchronizer ring when the first sleeve SB1 moves in the axial direction, and the second sleeve SB2 forms a dog clutch together with the clutch gear CG of the first drive gear DG1.

[0039] According to an exemplary embodiment of the present invention, a third drive gear DG3 to be described later is integrally provided with a clutch gear CG forming a part of the compound synchronizer CS, so that the first input shaft IN1 is directly connected to the motor input shaft MI through engagement between the clutch gear CG and the first sleeve SB1.

[0040] Since the synchronizer ring is provided between the clutch gear CG of the third drive gear DG3 and the first sleeve SB1 , the first sleeve SB1 is engaged with the clutch gear CG of the third drive gear DG3 by the synchronizing action of the synchromesh synchronizer.

[0041] For reference, the synchronizer ring may be implemented by the same synchronizer ring as used in a conventional synchromesh type synchronizer, and thus illustration thereof is omitted in the drawings.

[0042] As described above, the second sleeve SB2 of the compound synchronizer CS forms a dog clutch together with the clutch gear CG of the first drive gear DG1 , so that the motor M can actively perform a synchronizing action.

[0043] The third clutch CL3 may be implemented by a clutch configured to continuously change friction force like a disc clutch, and may perform engagement and separation between the second drive gear DG2 and the motor input shaft MI.

[0044] The first drive gear DG1 and the first driven gear PG1 are configured to define a first speed gear ratio, and the second drive gear DG2 and the second driven gear PG2 are configured to define a second speed gear ratio. The external gear pair between the first input shaft IN1 and the first output shaft OUT1 is configured to define a fourth speed gear ratio, and the external gear pair between the first input shaft IN1 and the second output shaft OUT2 is configured to define a sixth speed gear ratio. The external gear pair between the second input shaft IN2 and the first output shaft OUT1 is configured to define a fifth speed gear ratio, and the external gear pair between the second input shaft IN2 and the second output shaft OUT2 is configured to define a third speed gear ratio.

[0045] In other words, the first drive gear DG1, the first driven gear PG1, the second drive gear DG2, and the second driven gear PG2 are arranged between the motor input shaft MI and the first output shaft OUT1 to achieve the first speed transmission ratio and the second speed transmission ratio. The first input shaft IN1 is provided with a third drive gear DG3 that is commonly used to achieve both the fourth speed transmission ratio and the sixth speed transmission ratio, and the second input shaft IN2 is provided with a fourth drive gear DG4 that is commonly used to achieve both the third speed transmission ratio and the fifth speed transmission ratio. The first output shaft OUT1 is provided with a fourth driven gear P4 that meshes with the third drive gear DG3 and a fifth driven gear P5 that meshes with the fourth drive gear DG4, and the second output shaft OUT2 is provided with a sixth driven gear P6 that meshes with the third drive gear DG3 and a third driven gear P3 that meshes with the fourth drive gear DG4.

[0046] The third drive gear DG3 is mounted on the first input shaft IN1, limiting its rotation, and the fourth drive gear DG4 is mounted on the second input shaft IN2, limiting its rotation. The first output shaft OUT1 is provided with fourth and fifth synchronizers 4 & 5S, configured to selectively retain the fourth driven gear P4 or the fifth driven gear P5 to limit their rotation relative to the first output shaft OUT1. The second output shaft OUT2 is provided with third and sixth synchronizers 3 & 6s, configured to selectively retain the third driven gear P3 or the sixth driven gear P6 to limit their rotation relative to the second output shaft OUT2.

[0047] In the following, reference will be made to Figures 2 to 6 Describe the sequential shifting process from first gear to sixth gear.

[0048] Figure 2 The process of shifting from the first gear to the second gear is shown. Figure 2 In the state shown in (A) of FIG, the first clutch CL1 is engaged, and the first sleeve SB1 of the compound synchronizer CS connects the first input shaft IN1 with the motor input shaft MI. Subsequently, the second sleeve SB2 connects the first drive gear DG1 to the motor input shaft MI, so that the power from the engine E is transmitted to the first drive gear DG1 through the motor input shaft MI, driving the first drive gear DG1, thereby achieving the first speed transmission ratio between the first drive gear DG1 and the first driven gear PG1.

[0049] exist Figure 2 In the state shown in (B) in FIG. 1 , the second sleeve SB2 of the compound synchronizer CS is released to the neutral state by the action of force, and the third clutch CL3 starts to be engaged.

[0050] When the third clutch CL3 is engaged and the second drive gear DG2 starts to drive the second driven gear PG2, the torque acting between the hub HB of the compound synchronizer CS, the first drive gear DG1 and the clutch gear CG is released. When the second sleeve SB2 is released to the neutral state, the Figure 2 When the third clutch CL3 is fully engaged in the current state, the power transmitted from the engine E to the first input shaft IN1 and the motor input shaft MI is output to the differential DF through the second drive gear DG2 and the second driven gear PG2, and the second gear is changed.

[0051] Figure 3 The process of shifting from the second gear to the third gear is shown. Figure 3When a shift command to the third gear is generated in the driving state of the second gear shown in (A), the third-sixth synchronizer 3&6s connects the third driven gear P3 to the second output shaft OUT2, as shown in FIG. Figure 3 As shown in (B) in FIG, and the second clutch CL2 starts to slip, as shown in FIG. Figure 3 As shown in (C).

[0052] When the second clutch CL2 is engaged and the first clutch CL1 is released, the driving state in the third gear is achieved, as shown in FIG. Figure 3 As shown in (D).

[0053] Figure 4 The process of shifting from the third gear to the fourth gear is shown. Figure 4 When a shift instruction to the fourth gear is generated in the driving state of the third gear shown in (A), the fourth-fifth synchronizer 4&5s connects the fourth driven gear P4 to the first output shaft OUT1, as shown in FIG. Figure 4 As shown in (B) in FIG, and the first clutch CL1 starts to slip, as shown in FIG. Figure 4 As shown in (C).

[0054] When the first clutch CL1 is engaged and the second clutch CL2 is released, a driving state in the fourth gear is achieved, such as Figure 4 As shown in (D).

[0055] Figure 5 The process of shifting from the fourth gear to the fifth gear is shown. Figure 5 When a shift command to the fifth gear is generated in the driving state of the fourth gear shown in (A) in FIG, the motor M is driven with the third clutch CL3 engaged, and the first output shaft OUT1 is driven by the second drive gear DG2 and the second driven gear PG2 in the driving state of the fourth gear, as shown in FIG. Figure 5 As shown in (B) in the figure.

[0056] Then, if Figure 5 As shown in (C), the first clutch CL1 is released, and the fourth-fifth synchronizer 4&5s is released from the fourth driven gear P4 while maintaining the driving state in the fourth gear only by the driving force of the motor M, thereby connecting the fifth driven gear P5 to the first output shaft OUT1.

[0057] The second clutch CL2 is engaged, and the driving state in the fifth gear is realized, as shown in FIG. Figure 5 When the connection with the electric motor M is released, the driving state in the fifth gear is achieved only by the power of the engine E, as shown in (D). Figure 5 As shown in (E) in .

[0058] According to the exemplary embodiment of the present invention, when shifting from fourth to fifth gear, the fourth and fifth synchronizers 4 & 5s release the connection between the fourth driven gear P4 and the first output shaft OUT1 to a neutral state. Subsequently, when the fifth driven gear P5 is connected to the first output shaft OUT1, there is a risk of torque interruption, where the power of the engine E is blocked and cannot be transmitted to the drive wheels. However, because the exemplary embodiment of the present invention is configured to continuously transmit power from the electric motor M to the first output shaft OUT1, smooth shifting is ensured without torque interruption.

[0059] Figure 6 The process of shifting from the fifth gear to the sixth gear is shown. Figure 6 When a command for shifting to the sixth gear is generated in the driving state of the fifth gear shown in (A), the third-sixth synchronizer 3&6s connects the sixth driven gear P6 to the second output shaft OUT2, as shown in FIG. Figure 6 As shown in (B) in FIG, and the first clutch CL1 starts to slip, as shown in FIG. Figure 6 As shown in (C).

[0060] When the first clutch CL1 is engaged and the second clutch CL2 is released, the driving state in the sixth gear is achieved, as shown in FIG. Figure 6 As shown in (D).

[0061] Figure 7 1 shows a process of shifting gears from the EV first gear to the EV second gear in the electric vehicle mode. Figure 7 In the state shown in (A), the second sleeve SB2 is engaged with the clutch gear CG of the first drive gear DG1, and the power supplied from the motor to the motor input shaft MI is output to the differential DF through the first drive gear DG1 and the first driven gear PG1.

[0062] When a command for shifting to the EV second gear is generated, a force is applied to move the second sleeve SB2 to the neutral state, as shown in FIG. Figure 7 When the third clutch CL3 is gradually engaged in the current state, the torque between the second sleeve SB2 and the clutch gear CG of the first drive gear DG1 is released, and the second sleeve SB2 is released to the neutral state, as shown in FIG. Figure 7 When the third clutch CL3 is fully engaged in the current state, the power of the motor M is output to the differential through the second drive gear DG2 and the second driven gear PG2.

[0063] By the reverse rotation of the motor M, Figure 7 The EV first gear and EV second gear in the EV can be turned into the vehicle's reverse gear.

[0064] It goes without saying that the hybrid powertrain according to an exemplary embodiment of the present invention is configured to achieve a hybrid mode, in which the motor M is driven to supplement the power from the engine E when the first drive gear DG1 is connected to the motor input shaft MI through the second sleeve SB2 of the compound synchronizer CS in all first to sixth gears, wherein the power of the engine E is output through the first output shaft OUT1 or the second output shaft OUT2.

[0065] As will be apparent from the foregoing description, according to the exemplary embodiments of the present invention, the omission of the engine clutch for engaging and disengaging the engine and electric motor reduces vehicle manufacturing costs and weight. Furthermore, since the electric motor is controlled independently of the engine, optimal operating performance of both the motor and the engine can be achieved. Furthermore, since the power transmission path between the electric motor and the drive wheels is shortened during regenerative braking, the efficiency of both EV mode and regenerative braking can be improved.

[0066] To facilitate interpretation and accurate definition of the appended claims, the terms "upper," "lower," "inner," "outer," "up," "down," "upward," "downward," "front," "back," "rear," "inside," "outerside," "inward," "outward," "inner," "external," "inner," "outer," "forward," and "backward" are used to describe features of the exemplary embodiments with reference to their positions as shown in the drawings. It should also be understood that the term "connect" or its derivatives refers to both direct and indirect connections.

[0067] Additionally, the term "fixedly connected" means that the fixedly connected members always rotate at the same speed. Additionally, the term "selectively connectable" means that "when the selectively connectable members are not engaged with each other, the selectively connectable members rotate separately; when the selectively connectable members are engaged with each other, the selectively connectable members rotate at the same speed; and when at least one of the selectively connectable members is a stationary member and the remaining selectively connectable members are engaged with the stationary member, the selectively connectable members are stationary."

[0068] For the purposes of illustration and description, the foregoing description of specific exemplary embodiments of the present invention has been given. This description is not intended to be exhaustive or to limit the invention to the exact form disclosed, and in view of the above teachings, it is apparent that various modifications and variations are possible. The exemplary embodiments are selected and described in order to explain the specific principles of the present invention and its practical application, thereby enabling others skilled in the art to implement and utilize the various exemplary embodiments of the present invention and its various alternative forms and variations. It is intended that the scope of the present invention be defined by the appended claims and their equivalents.

Claims

1. A powertrain device for a vehicle, the powertrain device comprising: a first input shaft selectively connectable to the engine via a first clutch; a second input shaft selectively connectable to the engine via a second clutch and coaxially mounted with the first input shaft; a motor input shaft mounted coaxially with the first input shaft and connected to the motor; a first output shaft and a second output shaft mounted parallel to the first input shaft and the second input shaft; a first drive gear and a second drive gear rotatably mounted to the motor input shaft; a first driven gear fixedly mounted on the first output shaft to mesh with the first driving gear; a second driven gear fixedly mounted on the first output shaft to mesh with the second driving gear; a compound synchronizer configured to independently perform engagement and disengagement between the first input shaft and the motor input shaft and engagement and disengagement between the first drive gear and the motor input shaft; a third clutch configured to selectively couple the second drive gear and the motor input shaft; as well as a plurality of gear pairs configured to define different gear ratios between the first input shaft and the first output shaft, between the first input shaft and the second output shaft, between the second input shaft and the first output shaft, and between the second input shaft and the second output shaft, respectively; wherein the transmission ratio between the first drive gear and the first driven gear, the transmission ratio between the second drive gear and the second driven gear, and the plurality of transmission ratios between the plurality of gear pairs form a series of transmission ratios for driving the vehicle, and Wherein, the composite synchronizer comprises: a hub mounted on the motor input shaft; and A first sleeve and a second sleeve are mounted on the hub so as to be independently slidable in an axial direction of the hub.

2. The powertrain arrangement according to claim 1, wherein: The first drive gear is integrally mounted with a first clutch gear configured to selectively mesh with a second sleeve of the compound synchronizer.

3. The powertrain device according to claim 2, in, The compound synchronizer forms a synchronizer configured to be connected to the first input shaft by a synchronizing action of a synchronizer ring when the first sleeve moves in the axial direction.

4. The powertrain arrangement according to claim 3, wherein: The second sleeve forms a dog clutch with the first clutch gear of the first drive gear.

5. The powertrain device according to claim 2, in, The first drive gear and the first driven gear are configured to define a first speed ratio, wherein the second drive gear and the second driven gear are configured to define a second speed transmission ratio, The plurality of gear pairs include a first gear pair, a second gear pair, a third gear pair and a fourth gear pair. wherein the first gear pair between the first input shaft and the first output shaft is configured to define a fourth speed gear ratio, wherein the second gear pair between the first input shaft and the second output shaft is configured to define a sixth speed gear ratio, wherein the third gear pair between the second input shaft and the first output shaft is configured to define a fifth speed gear ratio, and Wherein, the fourth gear pair between the second input shaft and the second output shaft is configured to define a third speed gear ratio.

6. The powertrain device according to claim 5, in, The first gear pair and the second gear pair jointly include a third drive gear, and the first input shaft is mounted with the third drive gear, and the third drive gear is jointly used to achieve the fourth speed gear ratio and the sixth speed gear ratio. The third gear pair and the fourth gear pair jointly include a fourth drive gear, and the second input shaft is mounted with the fourth drive gear, and the fourth drive gear is jointly used to achieve the third speed transmission ratio and the fifth speed transmission ratio. Wherein, the plurality of gear pairs further include: a fourth driven gear, a fifth driven gear, a sixth driven gear and a third driven gear, The first output shaft is provided with the fourth driven gear meshing with the third driving gear and the fifth driven gear meshing with the fourth driving gear, and The second output shaft is equipped with the sixth driven gear meshing with the third driving gear and the third driven gear meshing with the fourth driving gear.

7. The powertrain device according to claim 6, in, The fourth driven gear and the fifth driven gear are rotatably mounted on the first output shaft, and Wherein, the sixth driven gear and the third driven gear are rotatably mounted on the second output shaft.

8. The powertrain device according to claim 6, in, The third drive gear is fixedly mounted on the first input shaft so that the first input shaft restricts the rotation of the third drive gear. wherein the fourth drive gear is fixedly mounted on the second input shaft so that the second input shaft limits the rotation of the fourth drive gear, wherein the first output shaft is mounted with a fourth-fifth synchronizer, the fourth-fifth synchronizer being configured to selectively connect the fourth driven gear or the fifth driven gear to the first output shaft to limit the rotation of the fourth driven gear or the fifth driven gear relative to the first output shaft, and Wherein, the second output shaft is installed with a third-sixth synchronizer, and the third-sixth synchronizer is configured to selectively connect the third driven gear or the sixth driven gear to the second output shaft to limit the rotation of the third driven gear or the sixth driven gear relative to the second output shaft.

9. The powertrain arrangement according to claim 6, wherein: The third drive gear is integrally mounted with a second clutch gear, and the second clutch gear selectively meshes with the first sleeve of the compound synchronizer.

10. The powertrain device according to claim 1, in, The first output shaft is equipped with a first output gear. Wherein, the second output shaft is equipped with a second output gear, and The first output gear and the second output gear are meshed with the ring gear of the differential.

11. The powertrain device according to claim 1, in, The first clutch and the second clutch constitute a double clutch formed in a single clutch housing, and The second input shaft includes a hollow shaft surrounding the first input shaft.

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