Powertrains for electric vehicles

Abstract

The present invention relates to a power transmission system for an electric vehicle, which includes: a planetary gear set, which may include a first rotating element, a second rotating element and a third rotating element, the first rotating element being fixedly connected to a first shaft, the second rotating element being fixedly connected to a second shaft, and the third rotating element being fixedly connected to a third shaft; a first motor being installed to continuously supply power to the first shaft; and a second motor being installed to continuously supply power to the second shaft; and the third shaft being connected to be selectively connected to a transmission housing; any two of the first shaft, the second shaft and the third shaft being configured to constrain their rotation to each other.

Description

Technical Field

[0001] The present invention relates to a technology related to a powertrain installed in an electric vehicle. Background Art

[0002] Electric vehicles are vehicles that use the power of an electric motor to provide driving force for the vehicle, and since there is no exhaust gas, they can make a great contribution to improving environmental pollution in large cities.

[0003] In order to popularize electric vehicles as described above, various technologies need to be improved, and a technology that can significantly increase the distance to empty after a single charge is required.

[0004] In order to increase the aforementioned drivable distance, even while improving fuel efficiency (drivable distance per unit work, km / kWh) by reducing the size and capacity of the motor installed in the electric vehicle, it is necessary to meet the maximum climbing performance and maximum speed performance required by the vehicle, and therefore, for this purpose, a transmission is installed on the vehicle.

[0005] For the reasons described above, the transmission mounted on the electric vehicle does not generate torque interruption (torque transmitted to the drive wheels is disconnected during gear shifting or gear shift shock) even while having higher power transmission efficiency with the simplest possible configuration.

[0006] The information included in this Background of the Invention section is only intended to enhance understanding of the general background of the invention and should not be taken as an acknowledgment 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

[0007] Various aspects of the present invention are directed to providing a powertrain for an electric vehicle, which, by providing a larger gear ratio, can satisfy the maximum gradeability and maximum speed performance required of the vehicle even when the capacity of the motor is reduced, and which, with a relatively simple configuration and light weight, can achieve higher power transmission efficiency, thereby improving the fuel efficiency of the vehicle, and avoiding torque interruption and gear shift shock.

[0008] For achieving this purpose, a power transmission system for an electric vehicle according to various exemplary embodiments of the present invention is configured to include: a planetary gear set having a first rotating element, a second rotating element and a third rotating element among three rotating elements, wherein the first rotating element is connected to the first shaft, the second rotating element is connected to the second shaft, and the third rotating element is connected to the third shaft; a first motor is installed to continuously supply power to the first shaft; and a second motor is installed to continuously supply power to the second shaft; wherein the third shaft can be selectively connected to a transmission housing; and any two of the first shaft, the second shaft and the third shaft are configured to constrain their rotation to each other.

[0009] The first motor may have a rotating shaft mounted parallel to the first shaft, and the second motor may have a rotating shaft mounted coaxially with the first shaft.

[0010] The first gear may be disposed on the rotating shaft of the second motor, the second gear may be disposed on the second shaft, and a third gear circumscribed and meshed with the first gear and a fourth gear circumscribed and meshed with the second gear may be coaxially connected to each other.

[0011] The fifth gear may be disposed on the rotating shaft of the first motor, the sixth gear may be disposed on the first shaft, and the seventh gear circumscribed and meshed with the fifth gear and the eighth gear circumscribed and meshed with the sixth gear may be coaxially connected to each other.

[0012] The sixth gear may be mounted on a portion of the first shaft extending from the planetary gear set through the second motor.

[0013] The first motor may have a rotating shaft directly connected to the first shaft.

[0014] The first motor may be positioned on an opposite side of the second motor relative to a planetary gear set interposed between the first and second motors.

[0015] The powertrain for an electric vehicle can be configured to include a first shifting device configured to fix the third rotating element of the planetary gear set to the transmission case or connect the third rotating element of the planetary gear set to the second shaft by linear shifting along the axial direction of the first shaft.

[0016] In addition, a power transmission system for an electric vehicle according to various exemplary embodiments of the present invention for achieving this purpose is configured to include: a planetary gear set having a first rotating element, a second rotating element and a third rotating element, the first rotating element being fixedly connected to the first shaft, the second rotating element being fixedly connected to the second shaft, and the third rotating element being fixedly connected to the third shaft; a first motor being installed to continuously supply power to the first shaft; and a second motor being installed to selectively supply power to the second shaft at different gear ratios; wherein the third shaft can be selectively connected to a transmission housing; and any two of the first shaft, the second shaft and the third shaft are configured to constrain their rotation to each other.

[0017] The powertrain for an electric vehicle can be configured to include a first shifting device configured to fix the third rotating element of the planetary gear set to the transmission case or connect the third rotating element of the planetary gear set to the second shaft by linear shifting along the axial direction of the first shaft.

[0018] The first motor may have a rotating shaft directly connected to the first shaft, and the second motor may have a rotating shaft mounted parallel to the second shaft.

[0019] The first gear can be set on the rotating shaft of the second motor, the second gear and the ninth gear can be set on the second shaft, the fourth gear circumscribed and meshed with the second gear and the tenth gear circumscribed and meshed with the ninth gear can be respectively rotatably mounted on the rotating shaft of the third gear circumscribed and meshed with the first gear, and the second gear shifting device can be set between the fourth gear and the tenth gear.

[0020] The second shifting device may be configured to include a hub portion and a sleeve, the hub portion being fixedly mounted on the rotation shaft of the third gear, and the sleeve being slidably mounted on the hub portion.

[0021] The second electric machine may be coaxially mounted on the second shaft, and the first electric machine may be directly connected to the portion of the first shaft extending from the planetary gear set through the second electric machine.

[0022] The first motor may be positioned on an opposite side of the second motor relative to a planetary gear set interposed between the first and second motors.

[0023] The present invention provides an electric vehicle with a larger transmission ratio, thereby meeting the maximum climbing performance and maximum speed performance required by the vehicle even when the capacity of the motor is reduced. The present invention utilizes a relatively simple configuration and light weight to achieve higher power transmission efficiency, thereby improving the fuel efficiency of the vehicle and avoiding torque interruption and gear shift shock. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Schematic diagrams illustrating various exemplary embodiments of a power train for an electric vehicle according to various exemplary embodiments of the present invention.

[0025] Figure 2 Schematic diagrams illustrating various exemplary embodiments of a power train for an electric vehicle according to various exemplary embodiments of the present invention.

[0026] Figure 3 To summarize the powertrain for an electric vehicle according to various exemplary embodiments of the present invention, Figure 1 Various exemplary embodiments and Figure 2 A table of operating modes in various exemplary embodiments.

[0027] Figure 4 Schematic diagrams illustrating various exemplary embodiments of a power train for an electric vehicle according to various exemplary embodiments of the present invention.

[0028] Figure 5 Schematic diagrams illustrating various exemplary embodiments of a power train for an electric vehicle according to various exemplary embodiments of the present invention.

[0029] Figure 6 To summarize the powertrain for an electric vehicle according to various exemplary embodiments of the present invention, Figure 4 Various exemplary embodiments and Figure 5 A table of operating modes in various exemplary embodiments.

[0030] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present a somewhat simplified representation of various features illustrating the basic principles of the invention. The specific design features of the present invention as included herein (including, for example, specific dimensions, orientations, locations, and shapes) will be determined in part by the specific intended application and use environment.

[0031] In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION

[0032] Reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. Although the present invention will be described in conjunction with exemplary embodiments of the present invention, it will be understood that this specification is not intended to limit the present invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only the exemplary embodiments of the present invention, but also various alternative forms, modifications, equivalent forms and other embodiments that may be included within the spirit and scope of the present invention as defined by the appended claims.

[0033] refer to Figure 1 and Figure 2 , various exemplary embodiments and various exemplary embodiments of the powertrain for an electric vehicle according to various exemplary embodiments of the present invention are configured to commonly include: a planetary gear set PG, a first motor MG1, and a second motor MG2; the planetary gear set PG has a first rotating element, a second rotating element, and a third rotating element among three rotating elements, the first rotating element is fixedly connected to the first shaft A1, the second rotating element is fixedly connected to the second shaft A2, and the third rotating element is fixedly connected to the third shaft A3; the first motor MG1 is installed to always supply power to the first shaft A1; the second motor MG2 is installed to always supply power to the second shaft A2.

[0034] The third shaft A3 is configured to be selectively connectable to the transmission case CS, and any two of the first shaft A1 , the second shaft A2 , and the third shaft A3 are configured to constrain their rotations mutually.

[0035] That is, the planetary gear set PG is provided with a first shift device S1 configured to fix the third rotation element of the planetary gear set PG to the transmission case CS or connect the third rotation element of the planetary gear set PG to the second shaft A2 by linear shifting along an axial direction thereof.

[0036] Therefore, if the first shaft A1 is regarded as an input shaft that receives power from the first motor MG1, and the second shaft A2 is regarded as an output shaft configured to receive power from the second motor MG2 while also taking away the shifted power, the present invention can be regarded as forming a state in which the power provided from the first motor MG1 to the input shaft is decelerated by the first shifting device S1 and output as is, and is regarded as being configured so that the second motor MG2 continuously provides auxiliary power to the output shaft regardless of the first shifting device S1.

[0037] For reference, the first axis A1, the second axis A2 and the third axis A3 are all coaxially installed with each other as the rotating axes of the rotating elements of the planetary gear set PG, the first rotating element of the planetary gear set PG can be represented by the sun gear S, the second rotating element can be represented by the planet carrier C, and the third rotating element can be represented by the ring gear R.

[0038] In addition, the “axial direction” indicates the direction of the rotation axis of the rotation element of the planetary gear set PG, and in the drawings, the second axis A2 is indicated as OUT and indicates configuration as an output shaft through which power is taken away.

[0039] The first shifting device S1 may include a friction clutch, which forms a linear shift by sliding linearly in the axial direction under a state where the rotation is constrained on the third shaft A3, etc., and the friction clutch can switch between a state in which the third rotating element of the planetary gear set PG connected to the third shaft A3 is connected to the transmission housing CS and a state in which the third rotating element of the planetary gear set PG is connected to the second shaft A2.

[0040] The first motor MG1 has a rotation shaft installed parallel to the first axis A1, and the second motor MG2 has a rotation shaft installed coaxially with the first axis A1.

[0041] The first gear G1 is provided on the rotation shaft of the second motor MG2, the second gear G2 is provided on the second axis A2, and the third gear G3 circumscribing and meshing with the first gear G1 and the fourth gear G4 circumscribing and meshing with the second gear G2 are coaxially connected to each other.

[0042] Therefore, the power of the second motor MG2 is transmitted to the second shaft A2 through the first gear G1, the third gear G3, the fourth gear G4 and the second gear G2 in sequence, and at this time, the power of the second motor MG2 is shifted through the transmission ratio between the first gear G1 and the third gear G3 and the transmission ratio between the fourth gear G4 and the second gear G2 to be provided to the second shaft A2.

[0043] exist Figure 1 In various exemplary embodiments, the fifth gear G5 is provided on the rotation shaft of the first motor MG1, the sixth gear G6 is provided on the first shaft A1, and the seventh gear G7 circumscribed and meshed with the fifth gear G5 and the eighth gear G8 circumscribed and meshed with the sixth gear G6 are coaxially connected to each other.

[0044] Therefore, the power of the first motor MG1 is transmitted to the first shaft A1 through the fifth gear G5, the seventh gear G7, the eighth gear G8 and the sixth gear G6 in sequence, and at this time, the power of the first motor MG1 is shifted through the gear ratio of the fifth gear G5 and the seventh gear G7 and the gear ratio of the eighth gear G8 and the sixth gear G6 to be provided to the first shaft A1.

[0045] In the exemplary embodiment of the present invention, the sixth gear G6 is installed at a portion of the first shaft A1 extending from the planetary gear set PG through the second motor MG2.

[0046] Accordingly, in Figure 1 In the exemplary embodiment, power from the first and second motors MG1 and MG2 mounted adjacent to each other is transmitted to the planetary gear set PG, and thus, output is taken to the opposite side of the first or second motor MG1 or MG2 positioned relative to the planetary gear set PG.

[0047] Figure 2 Various exemplary embodiments of the present invention are shown, and other components are Figure 1 Components of the various exemplary embodiments are the same, however, the first motor MG1 has a rotation shaft directly connected to the first axis A1 and is positioned on the opposite side of the second motor MG2 with the planetary gear set PG interposed therebetween.

[0048] Therefore, in the exemplary embodiment of the present invention, when power is supplied from the first and second motors MG1 and MG2 installed on both sides of the planetary gear set PG to the planetary gear set PG in the middle, the planetary gear set PG takes away the appropriately shifted power between the first and second motors MG1 and MG2.

[0049] Figure 3 For common application as mentioned above Figure 1 Various exemplary embodiments and Figure 2 , and is shown as achieving the first gear position and the second gear position according to the state of the first shifting device S1.

[0050] That is, in a state where the first shift device S1 forms a low (LOW) state to fix the ring gear R of the planetary gear set PG to the transmission case CS, the power input from the first motor MG1 to the sun gear S is decelerated and output to the planetary carrier C to form the first gear, and in a state where the first shift device S1 forms a high (HIGH) state to connect the ring gear R of the planetary gear set PG to the planetary carrier C, the power input from the first motor MG1 to the sun gear S is output as is without shifting to form the second gear, and all the rotating elements of the planetary gear set PG are constrained to each other and rotate as a whole.

[0051] Of course, in the states of the first gear position and the second gear position as described above, the second motor MG2 can directly supply power to the output shaft OUT to assist the power of the first motor MG1.

[0052] As described above, since the power from the first motor MG1 or the second motor MG2 can be continuously transmitted to the output shaft OUT while shifting between the first gear and the second gear by the first shift device S1, no torque interruption occurs during the shifting process, thereby ensuring a smooth shifting feel.

[0053] refer to Figure 4 and Figure 5, various exemplary embodiments of the powertrain for an electric vehicle according to various exemplary embodiments of the present invention are configured to commonly include: a planetary gear set PG, a first motor MG1, and a second motor MG2; the planetary gear set PG has a first rotation element, a second rotation element, and a third rotation element among three rotation elements, the first rotation element is connected to the first shaft A1, the second rotation element is connected to the second shaft A2, and the third rotation element is connected to the third shaft A3; the first motor MG1 is installed to always supply power to the first shaft A1; the second motor MG2 is installed to selectively supply power to the second shaft A2 with different gear ratios.

[0054] The third shaft A3 is fixed to the transmission case CS, and any two of the first shaft A1 , the second shaft A2 , and the third shaft A3 are configured to mutually constrain their rotations.

[0055] That is, in addition to the configuration in which the power of the second motor MG2 can be selectively supplied to the second shaft A2 at different gear ratios, Figure 4 Various exemplary embodiments and Figure 5 Various exemplary embodiments and Figure 1 Various exemplary embodiments and Figure 2 The various exemplary embodiments of FIG. 1 are almost identical.

[0056] As in Figure 1 Various exemplary embodiments and Figure 2 As in the various exemplary embodiments, the planetary gear set PG is provided with a first shifting device S1, wherein the first shifting device S1 is configured to fix the third rotation element of the planetary gear set PG to the transmission case CS or connect the third rotation element of the planetary gear set PG to the second shaft A2 by linear shifting along an axial direction thereof.

[0057] Therefore, if the first shaft A1 is regarded as an input shaft that receives power from the first motor MG1, and the second shaft A2 is regarded as an output shaft OUT configured to take away the shifted power while receiving power from the second motor MG2, the present invention can be regarded as forming a state in which the power supplied from the first motor MG1 to the input shaft is output or output as is by decelerating through the first shifting device S1, and is regarded as being installed so that the second motor MG2 can selectively supply power to the output shaft OUT by shifting the power at different gear ratios by separating from the first shifting device S1.

[0058] The first motor MG1 has a rotation shaft directly connected to the first axis A1, and the second motor MG2 has a rotation shaft installed in parallel with the second axis A2.

[0059] The first gear G1 is arranged on the rotating shaft of the second motor MG2, the second gear G2 and the ninth gear G9 are arranged on the second shaft A2, the fourth gear G4 circumscribed and meshed with the second gear G2 and the tenth gear G10 circumscribed and meshed with the ninth gear G9 are respectively rotatably mounted on the rotating shaft of the third gear G3 circumscribed and meshed with the first gear G1, and the second gear shifting device S2 is arranged between the fourth gear G4 and the tenth gear G10.

[0060] The second shift device S2 is configured to include a hub H and a sleeve SB mounted on the rotation shaft of the third gear G3.

[0061] Of course, the fourth gear G4 and the tenth gear G10 are both provided with clutch gears engaged with the sleeve SB to switch the state in which the rotation of the fourth gear G4 is constrained by the rotation axis of the third gear G3 or the rotation of the tenth gear G10 is constrained by the rotation axis of the third gear G3 by engaging with the sleeve SB.

[0062] In addition, components (e.g., synchronizer rings) configuring a conventional synchromesh type synchronizing device are installed between the sleeve SB and the two clutch gears, and the sleeve SB and the clutch gears may be configured to be synchronized and then engaged with each other in advance before the sleeve SB is coupled to each clutch gear.

[0063] exist Figure 4 and Figure 5 In the embodiment, the transmission ratio formed by the fourth gear G4 and the second gear G2 is configured to be smaller than the transmission ratio formed by the tenth gear G10 and the ninth gear G9. Figure 6 As shown, the state (b) in which the sleeve SB of the second shifting device S2 is engaged with the clutch gear of the fourth gear G4 is used to achieve the second gear and the third gear as relatively higher gears, and the state (a) in which the sleeve SB is engaged with the clutch gear of the tenth gear G10 is used to achieve the first gear as a relatively lower gear.

[0064] exist Figure 4 In various exemplary embodiments, the second motor MG2 is coaxially mounted on the second shaft A2, and the first motor MG1 is directly connected to a portion of the first shaft A1 extending from the planetary gear set PG through the second motor MG2.

[0065] Accordingly, in Figure 3 In the exemplary embodiment, power from the first and second motors MG1 and MG2 mounted adjacent to each other is transmitted to the planetary gear set PG, and thus, output is taken to the opposite side of the first or second motor MG1 or MG2 positioned relative to the planetary gear set PG.

[0066] Figure 5 Various exemplary embodiments of the present invention are shown, and other components are Figure 4Components of the various exemplary embodiments are the same, however, the first motor MG1 is positioned at the opposite side of the second motor MG2 with the planetary gear set PG interposed therebetween.

[0067] Therefore, in the exemplary embodiment of the present invention, when power is supplied from the first and second motors MG1 and MG2 installed on both sides of the planetary gear set PG to the middle planetary gear set PG, the planetary gear set PG takes away the appropriately shifted power between the first and second motors MG1 and MG2.

[0068] Figure 6 For common application as mentioned above Figure 4 Various exemplary embodiments and Figure 5 , and is shown as achieving the first gear to the third gear according to the state of the first shift device S1 and the state of the second shift device S2.

[0069] The first shift device S1 and the second shift device S2 are configured to operate independently of each other, so that when switching between a low state in which the ring gear R of the planetary gear set PG is fixed to the transmission case CS and a high state in which the ring gear R of the planetary gear set PG is directly connected to the planet carrier C, the first shift device S1 can continuously provide the power of the second motor MG2 to the output shaft OUT, and conversely, when the sleeve SB of the second shift device S2 is switched between a state in which the sleeve SB is engaged with the clutch gear of the fourth gear G4 and a state in which the sleeve SB is engaged with the clutch gear of the tenth gear G10, as shown in FIG. Figure 6 As shown, the power of the first motor MG1 can be continuously supplied to the output shaft OUT, thereby achieving smooth gear shifting while avoiding torque interruption when shifting between the first gear to the third gear.

[0070] For ease of explanation and precise definition of the appended claims, the terms "up," "down," "inside," "outside," "above," "below," "upward," "downward," "front," "back," "inside," "outside," "inwardly," "outwardly," "inner," "external," "interior," "exterior," "forward," and "backward" are used to describe features of the exemplary embodiments with reference to the positions of such features as shown in the accompanying drawings. It will be further understood that the term "connect" or its derivatives refers to both direct and indirect connections.

[0071] Furthermore, the term "fixedly connected" means that the fixedly connected members always rotate at the same speed. Furthermore, the term "selectively connectable" means that the selectively connectable members rotate separately when the selectively connectable members are not engaged with each other, rotate at the same speed when the selectively connectable members are engaged with each other, and are stationary when at least one of the selectively connectable members is a stationary member and the remaining selectively connectable members are engaged to the stationary member.

[0072] The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. The foregoing descriptions are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it is apparent that many modifications and variations are possible in light of the foregoing teachings. The exemplary embodiments have been selected and described to explain the specific principles of the invention and their practical applications, so that others skilled in the art can realize and utilize the various exemplary embodiments of the invention and their various alternative forms and modifications. The scope of the invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A powertrain for a vehicle, the powertrain comprising: a planetary gear set having a first rotating element, a second rotating element, and a third rotating element, wherein the first rotating element is fixedly connected to the first shaft, the second rotating element is fixedly connected to the second shaft, and the third rotating element is fixedly connected to the third shaft; a first motor mounted to continuously supply power to the first shaft; as well as a second electric motor mounted to continuously supply power to the second shaft; wherein the third shaft is selectively connectable to the transmission housing; Two of the first axis, the second axis, and the third axis are selectively constrained from rotating relative to each other; The first motor has a rotating shaft mounted parallel to the first shaft; The second motor has a rotating shaft mounted coaxially with the first shaft; The first gear is fixedly mounted on the rotating shaft of the second motor; A second gear is fixedly mounted on the second shaft; The third gear meshing with the first gear and the fourth gear meshing with the second gear are fixedly connected to each other.

2. The powertrain for a vehicle according to claim 1, wherein: The fifth gear is fixedly mounted on the rotating shaft of the first motor; A sixth gear is fixedly mounted on the first shaft; The seventh gear meshing with the fifth gear and the eighth gear meshing with the sixth gear are fixedly connected to each other.

3. The powertrain for a vehicle according to claim 2, wherein: The sixth gear is mounted on a portion of the first shaft extending from the planetary gear set through the second motor.

4. The powertrain for a vehicle according to claim 3, wherein: The output shaft is fixedly connected to the second shaft.

5. The powertrain for a vehicle according to claim 1, wherein The rotating shaft of the first motor is directly connected to the first shaft.

6. The powertrain for a vehicle according to claim 5, wherein: The first motor is positioned at a portion of the first shaft on an opposite side of the second motor relative to a planetary gear set interposed between the first and second motors.

7. The powertrain for a vehicle according to claim 5, wherein: The output shaft is fixedly connected to the second shaft.

8. The power transmission system for a vehicle according to claim 1 further includes a shifting device, which is configured to fix the third rotating element of the planetary gear set to the transmission case or connect the third rotating element of the planetary gear set to the second shaft by linearly shifting the shifting device along the axial direction of the first shaft.

9. The powertrain for a vehicle according to claim 1, wherein: The first rotation element, the second rotation element, and the third rotation element of the planetary gear set are a sun gear, a planet carrier, and a ring gear, respectively.

10. A powertrain for a vehicle, the powertrain comprising: a planetary gear set having a first rotating element, a second rotating element, and a third rotating element, wherein the first rotating element is fixedly connected to the first shaft, the second rotating element is fixedly connected to the second shaft, and the third rotating element is fixedly connected to the third shaft; a first motor mounted to continuously supply power to the first shaft; as well as a second electric machine mounted to selectively supply power to the second shaft at a different gear ratio; wherein the third shaft is selectively connectable to the transmission housing; Two of the first axis, the second axis, and the third axis are selectively constrained from rotating relative to each other; The first motor has a rotating shaft directly connected to the first shaft; The second motor has a rotating shaft mounted parallel to the second shaft; The first gear is fixedly mounted on the rotating shaft of the second motor; The second gear and the ninth gear are fixedly mounted on the second shaft; The fourth gear meshes with the second gear, and the tenth gear meshes with the ninth gear, and the fourth gear and the tenth gear are rotatably mounted on the rotation shaft of the third gear meshed with the first gear; A second shifting device is installed between the fourth gear and the tenth gear.

11. The power transmission system for a vehicle according to claim 10, comprising a first shifting device configured to fix the third rotating element of the planetary gear set to the transmission housing or connect the third rotating element of the planetary gear set to the second shaft by linearly shifting the first shifting device along the axial direction of the first shaft.

12. The powertrain for a vehicle according to claim 10, wherein: The second shifting device includes a hub and a sleeve, wherein the hub is fixedly mounted on the rotating shaft of the third gear, and the sleeve is slidably mounted on the hub; The second shifting device is configured to selectively connect the hub to the fourth gear or the tenth gear.

13. The powertrain for a vehicle according to claim 12, wherein: The second motor is coaxially mounted on the first shaft; The first electric machine is directly connected to the portion of the first shaft extending from the planetary gear set through the second electric machine.

14. The powertrain for a vehicle according to claim 13, wherein: The output shaft is fixedly connected to the second shaft.

15. The powertrain for a vehicle according to claim 12, wherein: The first motor is positioned at a portion of the first shaft on an opposite side of the second motor relative to a planetary gear set interposed between the first and second motors.

16. The powertrain for a vehicle according to claim 15, wherein: The output shaft is fixedly connected to the second shaft.

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