Transmission and drive system and vehicle

Abstract

The application provides a transmission and driving system and a vehicle, the transmission of the application comprises a first input shaft, a second input shaft, an intermediate shaft and an output shaft; the second input shaft is in driving connection with the output shaft through a first transmission assembly, and the first input shaft is in driving connection with the output shaft through a second transmission assembly; the intermediate shaft is provided with a third transmission assembly, which is in driving connection with the second input shaft and the output shaft. The transmission of the application can realize the transmission of the power borne by the first input shaft to the output shaft through the second transmission assembly, the transmission of the power borne by the second input shaft to the output shaft through the first transmission assembly, or the transmission of the power borne by the second input shaft to the output shaft through the third transmission assembly and the intermediate shaft, and can realize an ultra-low speed gear mode, so that various different gear modes can be realized.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and in particular to a transmission. Furthermore, this invention also relates to a drive system using the transmission, and a vehicle using the drive system. Background Technology

[0002] A transmission is a mechanism used to change the speed and torque from an engine. It can change the transmission ratio between the output shaft and the input shaft in a fixed or progressively increasing manner; it is also called a gearbox. A hybrid transmission is a type of transmission that couples the power from the engine and the drive motor in a specific way, enabling the functions of changing speed and torque.

[0003] Existing hybrid transmissions have limited performance capabilities. For example, they generally only include engine-only control mode or motor-only control mode, and can only control a limited number of gear modes, which cannot meet the demand for multiple gear performance modes of the transmission. Summary of the Invention

[0004] In view of this, the present invention aims to provide a transmission that can improve its performance.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A transmission includes a first input shaft, a first transmission assembly, a second input shaft, a second transmission assembly, an intermediate shaft, a third transmission assembly, and an output shaft;

[0007] The second input shaft is connected to the output shaft via the first transmission assembly, and the first input shaft is connected to the output shaft via the second transmission assembly.

[0008] The third transmission component is mounted on the intermediate shaft and is connected to the second input shaft and the output shaft via a transmission connection.

[0009] Furthermore, the first transmission assembly includes a first driving wheel and a second driving wheel disposed on the second input shaft, a first driven wheel, a second driven wheel, and a first synchronizer disposed on the output shaft; the first driving wheel and the first driven wheel are drivenly connected, and the second driving wheel and the second driven wheel are drivenly connected; the first synchronizer is used to selectively connect the first driven wheel or the second driven wheel.

[0010] Furthermore, the second transmission assembly includes a third driving wheel and a fourth driving wheel disposed on the first input shaft, a third driven wheel, a fourth driven wheel, and a second synchronizer disposed on the output shaft; the third driving wheel and the third driven wheel are connected in a driving relationship, and the fourth driving wheel and the fourth driven wheel are connected in a driving relationship; the second synchronizer is used to selectively connect the third driven wheel or the fourth driven wheel.

[0011] Furthermore, the third transmission assembly includes a fifth driven wheel, a seventh driven wheel, and a third synchronizer disposed on the intermediate shaft; the fifth driven wheel and the third driving wheel are connected in a driving transmission; the seventh driven wheel and the first driving wheel are connected in a driving transmission; the third synchronizer is used to selectively connect the fifth driven wheel.

[0012] Furthermore, the third transmission assembly includes a sixth driven wheel disposed on the intermediate shaft; the sixth driven wheel and the fourth driven wheel are connected in a transmission relationship; the third synchronizer is used to selectively connect the sixth driven wheel.

[0013] Furthermore, a fifth drive wheel is provided on the output shaft; the output shaft outputs power outward through the fifth drive wheel.

[0014] Compared with the prior art, the present invention has the following advantages:

[0015] (1) The transmission described in this invention can realize the transmission of power from the first input bearing to the output shaft via the second transmission assembly; the transmission of power from the second input bearing to the output shaft via the first transmission assembly, or the transmission of power from the second input bearing to the output shaft via the third transmission assembly and the intermediate shaft, can realize an ultra-low speed gear mode, thereby realizing a variety of different gear modes; the arrangement of the first transmission assembly facilitates the transmission of power from the second input shaft to the output shaft, and the arrangement of the second transmission assembly facilitates the transmission of power from the first input shaft to the output shaft.

[0016] (2) The first transmission assembly includes a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer. The first driven wheel or the second driven wheel can be selectively connected through the first synchronizer to realize the transmission of power from the second input shaft to the output shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0017] (3) The second transmission assembly includes a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel, and a second synchronizer. The third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer to realize the transmission of power from the first input shaft to the output shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0018] (4) The third transmission assembly includes the fifth driven wheel, the seventh driven wheel and the third synchronizer located on the intermediate shaft. It can realize the power connected to the second input bearing through the third transmission assembly and the intermediate shaft to the output shaft, which facilitates the realization of ultra-low speed gear mode and further enriches the performance of the transmission.

[0019] (5) The third transmission assembly includes a sixth driven wheel and allows the third synchronizer to selectively connect to the sixth driven wheel, which facilitates the implementation of reverse gear mode and enhances the performance of the transmission.

[0020] In addition, the present invention also relates to a drive system, including the transmission described above.

[0021] Furthermore, it also includes a motor and a second control mechanism. The second control mechanism is located at the power output end of the motor and is used to control the first input shaft and the second input shaft to be selectively connected to the power output end of the motor. The power of the motor is transmitted to the output shaft via the first input shaft or the second input shaft.

[0022] Furthermore, the first input shaft passes through the second input shaft; the second control mechanism includes a second clutch disposed between the first input shaft and the power output end of the motor, and a third clutch disposed between the second input shaft and the power output end of the motor.

[0023] Furthermore, it also includes an engine and a first clutch; the first clutch is located between the power output end of the engine and the power input end of the motor, and the first clutch is used to control the power connection and disconnection between the engine and the motor; the power of the engine is transmitted to the output shaft via the first input shaft or the second input shaft; or the power of the engine and the motor is transmitted to the output shaft via the first input shaft or the second input shaft.

[0024] The drive system of the present invention, by placing the first clutch between the power output end of the engine and the power input end of the motor, can realize the power switching between the engine and the motor, and can use existing standard parts, resulting in low cost; by placing the second control mechanism at the power output end of the motor, it can realize the selective connection of the first input shaft and the second input shaft to the power output end of the motor.

[0025] The first input shaft passes through the second input shaft, which makes the overall structure simpler and more compact, and is beneficial to the overall vehicle layout; the second control mechanism adopts the second clutch and the third clutch, both of which can use existing standard parts, thereby reducing the overall cost of the drive system.

[0026] Another object of the present invention is to provide a vehicle equipped with the drive system described above.

[0027] The vehicle of the present invention, by applying the drive system described above, can realize the transmission of engine power to the output shaft via the first input shaft or the second input shaft, or the transmission of power from the engine and the motor to the output shaft via the first input shaft or the second input shaft, thereby realizing a variety of different gear modes. Attached Figure Description

[0028] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0029] Figure 1 This is a schematic diagram of the transmission in application state according to Embodiment 1 of the present invention;

[0030] Figure 2 This is a schematic diagram of the power transmission route of the transmission in the first gear mode according to Embodiment 1 of the present invention;

[0031] Figure 3 This is a schematic diagram of the power transmission route of the transmission in the second gear mode according to Embodiment 1 of the present invention;

[0032] Figure 4 This is a schematic diagram of the power transmission route of the transmission in the third gear mode according to Embodiment 1 of the present invention;

[0033] Figure 5 This is a schematic diagram of the power transmission route of the transmission in the fourth gear mode according to Embodiment 1 of the present invention;

[0034] Figure 6 This is a schematic diagram of the power transmission route of the transmission in reverse gear mode according to Embodiment 1 of the present invention;

[0035] Figure 7 This is a schematic diagram of the power transmission route of the transmission in ultra-low speed gear mode as described in Embodiment 1 of the present invention.

[0036] Figure 8 for Figure 1 A schematic diagram of the power transmission route for the engine-driven motor to generate electricity;

[0037] Figure 9 This is a schematic diagram of the synchronizer sleeve according to Embodiment 1 of the present invention;

[0038] Figure 10 for Figure 9 Enlarged view of part A in the image;

[0039] Figure 11 This is an exploded view of the synchronizer gear sleeve as described in Embodiment 1 of the present invention applied to the synchronizer;

[0040] Figure 12 This is a schematic diagram of the gear hub structure according to Embodiment 1 of the present invention;

[0041] Figure 13 This is a schematic diagram of the synchronization ring structure described in Embodiment 1 of the present invention;

[0042] Figure 14 This is a schematic diagram of the joint sleeve according to Embodiment 1 of the present invention.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1. First clutch; 2. Second control mechanism; 3. First input shaft; 4. Second input shaft; 5. Output shaft; 6. Intermediate shaft; 7. Engine; 8. Motor; 9. Differential;

[0045] 201. Second clutch; 202. Third clutch;

[0046] 301. Third drive wheel; 302. Fourth drive wheel;

[0047] 401. First driving wheel; 402. Second driving wheel;

[0048] 501. First driven wheel; 502. Second driven wheel; 503. Third driven wheel; 504. Fourth driven wheel; 505. Fifth driving wheel; 506. First synchronizer; 507. Second synchronizer;

[0049] 601. Fifth driven wheel; 602. Sixth driven wheel; 603. Third synchronizer; 604. Seventh driven wheel;

[0050] 901. The eighth driven wheel;

[0051] 11. Synchronizer sleeve; 12. Gear hub; 13. Slider; 14. Synchronizer ring; 15. Engaging sleeve;

[0052] 1101. Gear sleeve body; 1102. Internal teeth;

[0053] 11021, long tooth; 11022, short tooth; 11023, groove;

[0054] 110211, First working face; 110221, Second working face;

[0055] 1201, First through hole; 1202, First external tooth; 1203, Accommodation space;

[0056] 1401, Second through hole; 1402, Second external tooth; 1403, Outer protrusion;

[0057] 1501, Third through hole; 1502, Third external tooth; 1503, Tapered surface. Detailed Implementation

[0058] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0059] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0060] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0061] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0062] Example 1

[0063] This embodiment relates to a transmission, the overall structure of which is as follows: Figure 1 As shown, it mainly includes a first input shaft 3, a first transmission assembly, a second input shaft 4, a second transmission assembly, an intermediate shaft 6, a third transmission assembly, and an output shaft 5.

[0064] The second input shaft 4 is connected to the output shaft 5 via the first transmission assembly. The third transmission assembly is mounted on the intermediate shaft 6 and is connected to both the second input shaft 4 and the output shaft 5. This allows the power received by the second input shaft 4 to be transmitted to the output shaft 5 via the first transmission assembly, or the power received by the second input shaft 4 to be transmitted to the output shaft 5 via the third transmission assembly and the intermediate shaft 6. The first input shaft 3 is connected to the output shaft 5 via the second transmission assembly. This allows the power received by the first input shaft 3 to be transmitted to the output shaft 5 via the second transmission assembly, while the output shaft 5 is used to output power outward.

[0065] The aforementioned first transmission assembly is mainly used to transmit power from the second input shaft 4 to the output shaft 5. In a preferred embodiment, the first transmission assembly includes a first driving wheel 401 and a second driving wheel 402 fixed to the second input shaft 4, a first driven wheel 501 and a second driven wheel 502 loosely fitted onto the output shaft 5, and a first synchronizer 506 fixed to the output shaft 5. The first driving wheel 401 and the first driven wheel 501 are drive-connected, the second driving wheel 402 and the second driven wheel 502 are drive-connected, and the first synchronizer 506 is used to selectively connect either the first driven wheel 501 or the second driven wheel 502.

[0066] The aforementioned second transmission assembly is mainly used to transmit power from the first input shaft 3 to the output shaft 5. In a preferred embodiment, the second transmission assembly includes a third driving wheel 301 and a fourth driving wheel 302 fixed to the first input shaft 3, a third driven wheel 503 and a fourth driven wheel 504 loosely fitted onto the output shaft 5, and a second synchronizer 507 fixed to the output shaft 5. The third driving wheel 301 and the third driven wheel 503 are drive-connected, and the fourth driving wheel 302 and the fourth driven wheel 504 are drive-connected; the second synchronizer 507 is used to selectively connect either the third driven wheel 503 or the fourth driven wheel 504.

[0067] As a preferred and feasible implementation, the transmission in this embodiment further includes an intermediate shaft 6 and a third transmission assembly, wherein the intermediate shaft 6 is used to transmit power from the first input shaft 3 or the second input shaft 4 to the output shaft 5 via the third transmission assembly.

[0068] In terms of specific structure, the third transmission assembly includes a fifth driven wheel 601 and a sixth driven wheel 602 loosely fitted on the intermediate shaft 6, and a third synchronizer 603 fixed on the intermediate shaft 6. The fifth driven wheel 601 is drive-connected to the third driving wheel 301, the sixth driven wheel 602 is drive-connected to the fourth driven wheel 504, and the third synchronizer 603 is used to selectively connect either the fifth driven wheel 601 or the sixth driven wheel 602.

[0069] In addition, the third transmission assembly also includes a seventh driven wheel 604 fixed on the intermediate shaft 6, which is connected to the aforementioned first driving wheel 401 in a transmission manner.

[0070] For ease of arrangement, in this embodiment, a fifth drive wheel 505 is also fixedly mounted on the output shaft 5, through which the output shaft 5 outputs power. In a preferred embodiment, the fifth drive wheel 505 is arranged at the end of the output shaft 5 closest to the engine 7, and an eighth driven wheel 901 is fixedly connected to the input shaft of the differential 9. The fifth drive wheel 505 and the eighth driven wheel 901 are meshed together, thereby transmitting power from the output shaft 5 to the differential 9.

[0071] This embodiment also relates to a drive system, which uses the aforementioned transmission. The specific structure of this drive system can still be referred to... Figure 1 As shown, the power output end of the motor 8 is provided with a second control mechanism 2. As a preferred and feasible implementation, the second control mechanism 2 includes a second clutch 201 located between the first input shaft 3 and the power output end of the motor 8, and a third clutch 202 located between the second input shaft 4 and the power output end of the motor 8.

[0072] The second clutch 201 is used to selectively connect the first input shaft 3 and the power output end of the motor 8, while the third clutch 202 is used to selectively connect the second input shaft 4 and the power output end of the motor 8, and the first input shaft 3 passes through the second input shaft 4.

[0073] In addition, this drive system also includes an engine 7, and a first control mechanism is provided between the engine 7 and the motor 8. In this embodiment, the first control mechanism is preferably located at a first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8.

[0074] The drive system in this embodiment has two drive modes: engine 7 driving alone and engine 7 and motor 8 driving together. The engine 7 and motor 8 driving together mode is suitable for medium- and high-speed, low-load operating conditions. Both drive modes can achieve six gear modes. Since the schematic diagrams of the power transmission routes for the six gear modes are the same in both drive modes, only the following six gear modes are listed. Both drive modes have the following six gear modes.

[0075] The first gear mode can be used as follows: Figure 2 As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the second synchronizer 507 is engaged with the third driven wheel 503, and the torque of the engine 7 is transmitted from the first input shaft 3 of the transmission, through the third drive wheel 301 and the third driven wheel 503 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive wheel 505 to the eighth driven wheel 901, and then to the differential 9, thereby driving the vehicle.

[0076] The second gear mode can be used as follows: Figure 3 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the first synchronizer 506 is engaged with the first driven wheel 501, and the torque of the engine 7 is transmitted from the second input shaft 4 of the transmission, through the first drive wheel 401 and the first driven wheel 501 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive wheel 505 to the eighth driven wheel 901, and then to the differential 9, thereby driving the vehicle.

[0077] The third gear mode can be used as follows: Figure 4As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the second synchronizer 507 is engaged with the fourth driven wheel 504, and the torque of the engine 7 is transmitted from the first input shaft 3 of the transmission, through the fourth drive wheel 302 and the fourth driven wheel 504 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive wheel 505 to the eighth driven wheel 901, and then to the differential 9, thereby driving the vehicle.

[0078] The fourth gear mode can be used as follows Figure 5 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the first synchronizer 506 is engaged with the second driven wheel 502, and the torque of the engine 7 is transmitted from the second input shaft 4 of the transmission, through the second drive wheel 402 and the second driven wheel 502 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive wheel 505 to the eighth driven wheel 901, and then to the differential 9, thereby driving the vehicle.

[0079] Reverse mode can be used as Figure 6 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the third synchronizer 603 is engaged with the sixth driven pulley 602, the second synchronizer 507 is engaged with the fourth driven pulley 504, and the torque of the engine 7 is transmitted from the second input shaft 4 of the transmission through the seventh driven pulley 604, the third synchronizer 603, the sixth driven pulley 602, and the fourth driven pulley 504 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive pulley 505 to the eighth driven pulley 901, and then to the differential 9, thereby driving the vehicle.

[0080] Ultra-low speed mode can be used as Figure 7 As shown, the first clutch 1 is engaged, the second clutch 201 is disengaged, the third clutch 202 is engaged, the third synchronizer 603 is engaged with the fifth driven pulley 601, and the second synchronizer 507 is engaged with the third driven pulley 503. The torque of the engine 7 is transmitted from the second input shaft 4 of the transmission through the first drive pulley 401, the seventh driven pulley 604, the third synchronizer 603, the fifth driven pulley 601, the third drive pulley 301, and the third driven pulley 503 to the output shaft 5. The torque of the output shaft 5 is transmitted through the fifth drive pulley 505 to the eighth driven pulley 901, and then to the differential 9, thereby driving the vehicle.

[0081] When the battery is low and the vehicle is parked, such as Figure 8 As shown, the engine 7 drives the motor 8 to generate electricity, which can charge the battery. At this time, the first clutch 1 is engaged, and the second clutch 201 and the third clutch 202 are both disengaged.

[0082] In this embodiment, the drive system can switch the power supply between the engine 7 and the motor 8 by placing the first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8. By placing the second control mechanism 2 at the power output end of the motor 8, the first input shaft 3 and the second input shaft 4 can be selectively connected to the power output end of the motor 8. This allows the power of the engine 7 to be transmitted to the output shaft 5 via the first input shaft 3 or the second input shaft 4, or the power of the engine 7 and the motor 8 to be transmitted to the output shaft 5 via the first input shaft 3 or the second input shaft 4, thereby enabling various different gear modes.

[0083] This embodiment also relates to a synchronizer sleeve 11, which can be applied to the synchronizer described below, and the synchronizer can be applied to the transmission described above. For example... Figure 9 and Figure 10 As shown, it mainly includes a ring-shaped toothed sleeve body 1101. In terms of specific structure, a through hole is formed in the toothed sleeve body 1101, and multiple internal teeth 1102 are provided on the inner wall of the through hole. Each internal tooth 1102 extends along the axial direction of the toothed sleeve body 1101, and the multiple internal teeth 1102 are arranged at intervals along the circumference of the toothed sleeve body 1101.

[0084] An internal tooth 1102 is formed inside the gear sleeve body 1101. The internal tooth 1102 includes a long tooth 11021 and a short tooth 11022. In the axial direction of the gear sleeve body 1101, at least one end of the long tooth 11021 protrudes outside the gear sleeve body 1101. That is, the length of the long tooth 11021 is greater than the width of the gear sleeve body 1101 in the axial direction, which shortens the engagement time between the long tooth 11021 and the engagement sleeve 15, and also shortens the shifting time.

[0085] As a preferred embodiment, the length of the long tooth 11021 is greater than the length of the short tooth 11022 in the axial direction of the gear sleeve body 1101, which helps to reduce the synchronization time and reduce shifting impact.

[0086] In a preferred embodiment, the length of the protruding tooth from the tooth sleeve body 1101 is equal to the sum of the tooth width of the engaging sleeve 15 and the tooth width of the synchronizing ring 14, making the synchronizer shift more fully and preventing shifting jamming, while also saving production costs. Based on the above overall structural description, and to better understand the synchronizer tooth sleeve 11 of this embodiment, the application of the synchronizer tooth sleeve 11 will be briefly explained below. The tooth sleeve body 1101 can rotate around its own axis. When synchronization with the engaging sleeve 15 is required, since a groove 11023 is formed on the outer wall of the tooth sleeve body 1101, a shift fork (not shown in the figure) that can be embedded in the groove 11023 can drive the synchronizer tooth sleeve 11 to move along the axial direction of the synchronizer tooth sleeve 11, thereby facilitating speed synchronization with the engaging sleeve 15. Its specific application will be described in detail below.

[0087] In a preferred embodiment, the long tooth 11021 has a first working surface 110211 formed on one end of the tooth sleeve body 1101 in the axial direction for synchronizing the rotational speed of the tooth sleeve and the engagement sleeve 15. The pressure angle of the first working surface 110211 is calculated based on the ring torque and the friction torque, wherein the ring torque is greater than the friction torque. This facilitates the insertion of the long tooth 11021 between two adjacent teeth on the engagement sleeve 15 without generating friction with the teeth on the engagement sleeve 15. It also makes the synchronization of the rotational speed of the tooth sleeve and the engagement sleeve 15 more stable and increases the service life of the long tooth 11021.

[0088] In other embodiments, the long teeth 11021 are formed on both ends of the tooth sleeve body 1101 in the axial direction with a first working surface 110211 for synchronizing the rotational speed of the tooth sleeve and the engagement sleeve 15, so that the tooth sleeve body 1101 can perform bidirectional meshing.

[0089] Preferably, there are two first working surfaces 110211 arranged opposite to each other, so that the middle part of the end of the long tooth 11021 is sharply convex. This allows the synchronizer sleeve 11 to be turned by using the first working surfaces 110211 on different sides when it rotates forward or backward. Of course, only one first working surface 110211 can be provided at each end of the long tooth 11021, but this would only have a better application effect when the synchronizer sleeve 11 rotates in one direction.

[0090] In this embodiment, in the axial direction of the tooth sleeve body 1101, both ends of the long tooth 11021 protrude outside the tooth sleeve body 1101. This arrangement, combined with... Figure 11 As shown, during the rapid synchronization process between the engaging sleeve 15 and the synchronizer sleeve 11, the long tooth 11021 can actuate the synchronizer ring 14 and pass through the gap between the second external teeth 1402 on the synchronizer ring 14, and then enter the gap between the third external teeth 1502 on the engaging sleeve 15, thereby directly engaging with the engaging sleeve 15. This helps to shorten the synchronization time, reduce shifting impact, and improve the smoothness of shifting. It should be understood that it is also possible to make only one end of the long tooth 11021 protrude outside the sleeve body 1101, but in this case, the synchronizer sleeve 11 only has the above-mentioned effect when moving towards the protruding end.

[0091] In a preferred embodiment, the short tooth 11022 has a second working surface 110221 formed on one end of the tooth sleeve body 1101 in the axial direction for synchronizing the rotational speed of the tooth sleeve and the engagement sleeve 15; and the pressure angle of the second working surface 110221 is calculated based on the shift ring torque and the friction torque, wherein the shift ring torque is equal to the friction torque. When the short tooth 11022 and the long tooth 11021 are used together, it is beneficial to shorten the synchronization time, reduce the shifting impact, and improve the smoothness of shifting.

[0092] In other embodiments, the pressure angle of the second working surface 110221 is calculated based on the ring torque and the friction torque, wherein the ring torque is greater than the friction torque. When the short tooth 11022 is used in conjunction with the long tooth 11021, the short tooth 11022 does not rub against the upper tooth of the engagement sleeve 15, thereby increasing the service life of the short tooth 11022.

[0093] In other embodiments, the short teeth 11022 are formed on both ends of the tooth sleeve body 1101 in the axial direction with a second working surface 110221 for synchronizing the rotational speed of the tooth sleeve and the engagement sleeve 15, so that the tooth sleeve body 1101 can perform bidirectional meshing.

[0094] Preferably, there are two oppositely arranged second working surfaces 110221, so that the middle part of the end of the short tooth 11022 is sharply convex, so that when the synchronizer sleeve 11 rotates forward or backward, the second working surfaces 110221 on different sides are used to actuate the synchronizer ring 14. Of course, only one second working surface 110221 can be provided at each end of the short tooth 11022, but this has a better application effect only when the synchronizer sleeve 11 rotates in one direction.

[0095] In a preferred embodiment, both ends of the short teeth 11022 protrude beyond the tooth sleeve body 1101 along its axial direction. This arrangement, combined with... Figure 11 As shown, during the rapid synchronization process between the engaging sleeve 15 and the synchronizer sleeve 11, the short tooth 11022 can pass through the gap between the second external teeth 1402 on the synchronizer ring 14, and then enter the gap between the third external teeth 1502 on the engaging sleeve 15, thereby directly engaging with the engaging sleeve. This helps to shorten the synchronization time and reduce shifting impact. It should be understood that it is also possible to make only one end of the short tooth 11022 protrude outside the sleeve body 1101, but in this case, the synchronizer sleeve 11 only has the above-mentioned effect when moving towards the protruding end.

[0096] Finally, it should be noted that the long teeth 11021 and short teeth 11022 are arranged alternately along the circumference of the gear sleeve body 1101. This ensures that, in the circumferential direction of the gear sleeve body 1101, the distance between adjacent long teeth 11021 is the same as the distance between adjacent short teeth 11022, and this distance is greater than the distance between adjacent inner teeth 1102. During the rapid synchronization of the engaging sleeve 15 and the synchronizer gear sleeve 11, the greater distance helps to reduce shifting shock.

[0097] The synchronizer sleeve in this embodiment, when applied to a synchronizer, helps to shorten the synchronization time, reduce shifting impact, and improve shifting smoothness, thus having good practicality.

[0098] This embodiment also relates to a synchronizer, such as... Figure 11 As shown, it mainly includes a gear hub 12, a gear sleeve meshing with the gear hub 12, and a slider 13 connected between the gear hub 12 and the gear sleeve. It also includes a coupling sleeve 15 and a synchronizing ring 14 disposed on the coupling sleeve 15. The gear sleeve adopts a synchronizer gear sleeve 11 as in Embodiment 1.

[0099] Figure 12 The structure of the gear hub 12 is shown. In a preferred embodiment, a first through hole 1201 for passing through an external shaft is formed in the gear hub 12. The inner wall of the first through hole 1201 is smooth. That is, in actual use, the gear hub 12 can be loosely fitted on the shaft and can be connected to the gear wheel provided on the shaft. The torque transmitted by the gear wheel is transmitted to the coupling sleeve 15 via the synchronizer.

[0100] It should be noted that, in addition to the first through hole 1201 with a smooth inner wall, multiple transmission teeth can also be formed in the first through hole 1201. These multiple transmission teeth can mesh with the external teeth of the external shaft and transmit the torque transmitted by the shaft to the coupling sleeve 15 via the synchronizer.

[0101] Furthermore, the outer wall of the gear hub 12 has multiple first external teeth 1202 and three receiving spaces 1203. The length direction of each first external tooth 1202 extends along the axial direction of the gear hub 12, and the multiple first external teeth 1202 are arranged at intervals along the circumference of the gear hub 12. In this structure, the first external teeth 1202 can mesh with the internal teeth 1102 of the synchronizer sleeve 11 to transmit torque. A slider 13 can be installed in each of the three receiving spaces 1203 to drive the synchronizing ring 14 to synchronize.

[0102] The structure of synchronization ring 14 can be as follows Figure 13 As shown, a second through hole 1401 is formed inside the synchronizing ring 14. It is a tapered hole that can be fitted onto the tapered surface 1503 described below. Three outward protrusions 1403 are formed on the outer periphery of the synchronizing ring 14, and the three outward protrusions 1403 are spaced apart in the circumferential direction of the synchronizing ring 14.

[0103] In addition, a plurality of second external teeth 1402 are provided for the gap between adjacent protrusions 1403. The plurality of second external teeth 1402 are arranged at intervals along the circumference of the synchronization ring 14, and the side of each second external tooth 1402 facing the synchronizer sleeve 11 is tapered so that the inner teeth 1102 can enter the gap between adjacent second external teeth 1402.

[0104] It should be noted that the inner wall of the second through hole 1401 of the synchronizing ring 14 can be formed with a structure to increase friction, such as anti-slip texture or groove 11023, referring to existing structures, in order to shorten the synchronization time between the synchronizing ring 14 and the engaging sleeve 15. In addition, the number of synchronizing rings 14 can also refer to existing synchronizer structures, and can be set to two or more.

[0105] The structure of slider 13 can refer to the existing structure, and will not be described in detail here. As a preferred embodiment, the number of sliders 13 is three arranged axially around the toothed hub 12. During the process of synchronizer sleeve 11 moving along its own axial direction, slider 13 moves along synchronizer sleeve 11 axially. The slider 13 can be inserted into the gap between adjacent protrusions 1403 of synchronizer ring 14.

[0106] The structure of the coupling sleeve 15 can be as follows Figure 14 As shown, a third through hole 1501 is formed in the engaging sleeve 15 to facilitate fitting onto the outer shaft. A tapered surface 1503 is formed on the side of the engaging sleeve 15 facing the synchronizer sleeve 11, and the aforementioned synchronizing ring 14 is fitted onto the tapered surface 1503.

[0107] Relative to the side with the tapered surface 1503, the engaging sleeve 15 is provided with a connecting part for connecting with the planet carrier or gear ring of the planetary gear system, such as an annular sleeve, so as to transmit the torque of the shaft or the gear wheel provided on the shaft to the planetary gear system via the synchronizer.

[0108] In addition, a plurality of third external teeth 1502 are formed on the coupling sleeve 15. The plurality of third external teeth 1502 are arranged at intervals along the circumference of the coupling sleeve 15, and each third external tooth 1502 is tapered on the side facing the synchronizer sleeve 11, so as to facilitate the aforementioned internal teeth 1102 to penetrate into the gap between adjacent third external teeth 1502.

[0109] In this embodiment, the synchronizer uses a synchronizer sleeve 11 as in Embodiment 1. During the synchronization process, the synchronizer sleeve 11 receives the power of the shift fork and moves along its own axis. The slider 13 moves synchronously with the synchronizer sleeve 11 and can enter the gap between adjacent protrusions 1403 of the synchronization ring 14, thereby driving the synchronization ring 14 to quickly synchronize.

[0110] The slider 13 drives the synchronizing ring 14 to move axially along the synchronizing ring 14. The synchronizing ring 14 engages and rubs against the tapered surface 1503 of the engaging sleeve 15 for pre-synchronization. At the same time, the long tooth 11021 passes through the gap between the second external teeth 1402 on the synchronizing ring 14 and engages with the third external tooth 1502, which can reduce synchronization impact. Subsequently, the short tooth 11022 pushes the synchronizing ring 14, passes through the gap between the second external teeth 1402 on the synchronizing ring 14, and completes the synchronization process.

[0111] Finally, it should be noted that in this embodiment, as... Figure 11 The synchronizer shown is illustrated with the synchronizer sleeve 11 being able to move to the right as an example. In this case, the right side of the synchronizer sleeve 11 has protruding long teeth 11021 and short teeth 11022. When the synchronizer sleeve 11 can move to the left, a synchronizer ring 14 and a coupling sleeve 15 should be provided on the left side accordingly. However, it is preferable that the synchronizer ring 14 and the coupling sleeve 15 located on both sides of the synchronizer sleeve 11 are arranged symmetrically.

[0112] The synchronizer in this embodiment, by applying the synchronizer sleeve 11 of Embodiment 1, helps to shorten the synchronization time, reduce shifting shock, and has better shifting smoothness.

[0113] Finally, it should be noted that when the synchronizer of this embodiment is applied in the transmission of this embodiment, it serves as the first synchronizer 506 and the second synchronizer 507. The gear hub 12 should be connected to the first intermediate shaft 5 for transmission, that is, the gear hub 12 should have transmission teeth that are connected to the first intermediate shaft 5 for transmission. Furthermore, the synchronizer gear sleeve 11 is provided with a synchronizer ring 14 and a coupling sleeve 15 on both sides, and the coupling sleeves 15 on both sides are respectively connected to the gear shift wheels on both sides. It should be noted here that the aforementioned first driven wheel 501, second driven wheel 502, third driven wheel 503, and fourth driven wheel 504 are all gear shift wheels.

[0114] In this embodiment, when the synchronizer is used as the third synchronizer 603, the gear hub 12 should be connected to the intermediate shaft 6 for transmission. That is, the gear hub 12 should have transmission teeth that are connected to the intermediate shaft 6 for transmission. Furthermore, the synchronizer gear sleeve 11 has a synchronizer ring 14 and a coupling sleeve 15 on both sides, and the coupling sleeves 15 on both sides are connected to the gear shift wheels on both sides respectively. It should be noted that the aforementioned fifth driven wheel 601 and sixth driven wheel 602 are both gear shift wheels. Embodiment Two

[0115] This embodiment relates to a vehicle equipped with the drive system described in Embodiment 1. The vehicle of this embodiment, by applying the drive system of Embodiment 1, has the same beneficial effects as the existing drive system compared to the prior art, and will not be described again here.

[0116] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A transmission, characterized in that: It includes a first input shaft (3), a first transmission assembly, a second input shaft (4), a second transmission assembly, an intermediate shaft (6), a third transmission assembly, and an output shaft (5); The second input shaft (4) is connected to the output shaft (5) via the first transmission assembly, and the first input shaft (3) is connected to the output shaft (5) via the second transmission assembly; The third transmission component is mounted on the intermediate shaft (6) and is connected to the second input shaft (4) and the output shaft (5) in a transmission manner; The first transmission assembly includes a first drive wheel (401) disposed on the second input shaft (4). The second transmission assembly includes a third driving wheel (301) and a fourth driving wheel (302) disposed on the first input shaft (3), a third driven wheel (503), a fourth driven wheel (504) disposed on the output shaft (5), and a second synchronizer (507). The third driving wheel (301) and the third driven wheel (503) are connected in a driving manner, and the fourth driving wheel (302) and the fourth driven wheel (504) are connected in a driving manner. The second synchronizer (507) is used to selectively connect the third driven wheel (503) or the fourth driven wheel (504). The third transmission assembly includes a fifth driven wheel (601), a seventh driven wheel (604), a sixth driven wheel (602), and a third synchronizer (603) disposed on the intermediate shaft (6); the fifth driven wheel (601) and the third driving wheel (301) are connected in a driving connection; the third synchronizer (603) is used to selectively connect the fifth driven wheel (601); the seventh driven wheel (604) and the first driving wheel (401) are connected in a driving connection; the sixth driven wheel (602) and the fourth driven wheel (504) are connected in a driving connection; the third synchronizer (603) is used to selectively connect the sixth driven wheel (602).

2. The transmission according to claim 1, characterized in that: The first transmission assembly includes a second drive wheel (402) disposed on the second input shaft (4), a first driven wheel (501), a second driven wheel (502) disposed on the output shaft (5), and a first synchronizer (506). The first driving wheel (401) and the first driven wheel (501) are connected by a drive, and the second driving wheel (402) and the second driven wheel (502) are connected by a drive. The first synchronizer (506) is used to selectively connect the first driven wheel (501) or the second driven wheel (502).

3. The transmission according to any one of claims 1-2, characterized in that: The output shaft (5) is provided with a fifth drive wheel (505); The output shaft (5) outputs power outward via the fifth drive wheel (505).

4. A drive system, characterized in that: The transmission included in any one of claims 1-3.

5. The drive system according to claim 4, characterized in that: It also includes a motor (8) and a second control mechanism (2). The second control mechanism (2) is located at the power output end of the motor (8). The second control mechanism (2) is used to control the first input shaft (3) and the second input shaft (4) to be selectively connected to the power output end of the motor (8). The power of the motor (8) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4).

6. The drive system according to claim 5, characterized in that: The first input shaft (3) passes through the second input shaft (4); The second control mechanism (2) includes a second clutch (201) disposed between the first input shaft (3) and the power output end of the motor (8), and a third clutch (202) disposed between the second input shaft (4) and the power output end of the motor (8).

7. The drive system according to claim 5, characterized in that: It also includes an engine (7) and a first clutch (1); The first clutch (1) is located between the power output end of the engine (7) and the power input end of the motor (8). The first clutch (1) is used to control the power connection and disconnection between the engine (7) and the motor (8). The power of the engine (7) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4); or the power of the engine (7) and the motor (8) is transmitted to the output shaft (5) via the first input shaft (3) or the second input shaft (4).

8. A vehicle, characterized in that: The vehicle is equipped with the drive system according to any one of claims 4-7.

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