Transmission and drive unit and vehicle

Abstract

The present invention provides a transmission, a drive device, and a vehicle. In the transmission of the present invention, a second input shaft is drivingly connected to a first intermediate shaft via a first transmission assembly, and the first input shaft is drivingly connected to the first intermediate shaft via a second transmission assembly. The output shaft includes a first half-shaft and a second half-shaft. The first half-shaft is drivingly connected to the first intermediate shaft, and the first half-shaft is provided with a third transmission assembly and a fourth transmission assembly. The second half-shaft is provided with a first control mechanism, which selectively connects to the third transmission assembly or the fourth transmission assembly. The transmission of the present invention enables power connected to the first input shaft to be transmitted to the first intermediate shaft via the second transmission assembly, power connected to the second input shaft to be transmitted to the first intermediate shaft via the first transmission assembly, and power connected to the first half-shaft to be transmitted to the second half-shaft via the third transmission assembly or the fourth transmission assembly, thereby enabling an ultra-low speed gear mode and thus multiple different gear modes.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parts, and in particular to a transmission, a drive device using the transmission, and a vehicle using the drive device. Background Art

[0002] A transmission is a mechanism used to change the speed and torque of the engine. It can change the output and input shaft ratio in a fixed or step-by-step manner. It is also called a gearbox. A hybrid transmission is a type of transmission that couples the power of the engine and the drive motor in a specific manner, achieving both speed and torque conversion.

[0003] Existing hybrid transmissions have limited achievable performance. For example, they generally only include an engine-only control mode or a motor-only control mode, and there are relatively few controllable gear modes, which cannot meet the demand for transmission performance in multiple gears. Summary of the Invention

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

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

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

[0007] The second input shaft is in driving connection with the first intermediate shaft via the first transmission assembly, and the first input shaft is in driving connection with the first intermediate shaft via the second transmission assembly;

[0008] The output shaft includes a first half shaft and a second half shaft;

[0009] The first half shaft is in driving connection with the first intermediate shaft, and the first half shaft is provided with the third transmission assembly and the fourth transmission assembly;

[0010] The second half-shaft is provided with the first control mechanism, and the first control mechanism is selectively connected to the third transmission assembly or the fourth transmission assembly.

[0011] Furthermore, the third transmission assembly includes a first gear provided on the first half-shaft; a second gear is provided on the second half-shaft, and the second gear is transmission-connected to the fourth transmission assembly; the first control mechanism includes a third synchronizer for connecting the first gear or the second gear.

[0012] Furthermore, the fourth transmission assembly includes a planetary gear mechanism; the sun gear of the planetary gear mechanism is provided on the first half-shaft; the ring gear or planet carrier of the planetary gear mechanism is connected to the second gear; the first half-shaft and the second half-shaft are coaxially arranged.

[0013] Furthermore, the first transmission assembly includes a first driving wheel and a second driving wheel provided on the second input shaft, a first driven wheel, a second driven wheel and a first synchronizer provided on the first intermediate shaft; the first driving wheel and the first driven wheel are transmission-connected, and the second driving wheel and the second driven wheel are transmission-connected; the first synchronizer is used to selectively connect the first driven wheel or the second driven wheel.

[0014] Furthermore, the second transmission assembly includes a third driving wheel and a fourth driving wheel provided on the first input shaft, a third driven wheel, a fourth driven wheel and a second synchronizer provided on the first intermediate shaft; the third driving wheel and the third driven wheel are transmission-connected, and the fourth driving wheel and the fourth driven wheel are transmission-connected; the second synchronizer is used to selectively connect the third driven wheel or the fourth driven wheel.

[0015] Furthermore, it also includes a second intermediate shaft, a fifth transmission assembly and a third control mechanism; the fourth transmission assembly is respectively connected to the first input shaft and the first intermediate shaft; the third control mechanism is used to control the power on and off between the fifth transmission assembly and the first input shaft, or the third control mechanism is used to control the power on and off between the fifth transmission assembly and the first intermediate shaft.

[0016] Furthermore, the fifth transmission assembly includes a fifth driving wheel, a fifth driven wheel and a seventh driven wheel; the fifth driving wheel is arranged on the first input shaft; the fifth driven wheel is arranged on the second intermediate shaft; the seventh driven wheel is arranged on the first intermediate shaft; the fifth driving wheel is meshed and connected with the fifth driven wheel; the fifth driven wheel is meshed and connected with the seventh driven wheel; the third control mechanism includes a fourth synchronizer arranged on the first intermediate shaft, and the fourth synchronizer can selectively connect to the seventh driven wheel.

[0017] Furthermore, the first input shaft is inserted into the second input shaft; the first intermediate shaft is provided with a sixth driving wheel, the first half shaft is provided with a sixth driven wheel, and the sixth driving wheel and the sixth driven wheel are meshed and connected.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] (1) The transmission described in the present invention can realize that the power connected to the first input shaft is transmitted to the first intermediate shaft via the second transmission assembly, the power connected to the second input shaft is transmitted to the first intermediate shaft via the first transmission assembly, and the power connected to the first half shaft can be transmitted to the second half shaft via the third transmission assembly or the fourth transmission assembly, thereby realizing 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 first intermediate shaft, and the arrangement of the second transmission assembly facilitates the transmission of power from the first input shaft to the first intermediate shaft.

[0020] (2) The third transmission assembly includes a first gear, the fourth transmission assembly includes a second gear, and the first control mechanism includes a third synchronizer, which facilitates the arrangement of the remaining components and can transmit the power of the first half-shaft to the second half-shaft via the third transmission assembly or the fourth transmission assembly, thereby facilitating the realization of an ultra-low speed gear mode and further enriching the performance of the transmission.

[0021] (3) The fourth transmission assembly includes a planetary gear mechanism, and the sun gear of the planetary gear mechanism is arranged on the first half-shaft, and the second gear is connected to the planetary carrier or the ring gear of the planetary gear mechanism, so that the power of the first half-shaft is transmitted to the second half-shaft via the sun gear, the planetary gear or the ring gear, or the power of the first half-shaft is transmitted to the second half-shaft via the first gear and the third synchronizer, which is beneficial to improving the performance of the transmission.

[0022] (4) 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, and can selectively connect the first driven wheel or the second driven wheel through the first synchronizer to realize the transmission of power from the second input shaft to the first intermediate shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0023] (5) 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, and can selectively connect the third driven wheel or the fourth driven wheel through the second synchronizer to realize the transmission of power from the first input shaft to the first intermediate shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0024] (6) The fifth transmission assembly is connected to the first input shaft and the first intermediate shaft respectively, so that the power of the first input shaft can be transmitted to the first intermediate shaft through the fifth transmission assembly, thereby realizing a reverse gear mode, which is beneficial to enriching the performance of the transmission.

[0025] (7) The fifth transmission assembly includes a fifth driving wheel, a fifth driven wheel, and a seventh driven wheel, wherein the fifth driven wheel is engaged with the fifth driving wheel and the seventh driven wheel at the same time, and the fourth synchronizer is selectively connected to the seventh driven wheel, so as to facilitate the power on and off in the reverse gear mode.

[0026] (8) The first input shaft is inserted into the second input shaft, which makes the overall structure simpler and more compact, and is beneficial to the layout of the vehicle; the first intermediate shaft is provided with a sixth driving wheel, and the first half shaft is provided with a sixth driven wheel meshing with the sixth driving wheel, so that the power of the first intermediate shaft can be transmitted to the first half shaft through the sixth driving wheel and the sixth driven wheel, and the overall structural layout of the transmission is facilitated.

[0027] At the same time, the present invention also relates to a drive device, including the transmission as described above, and also including a motor and a second control mechanism, the second control mechanism is arranged at the power output end of the motor, and the second control mechanism 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 first intermediate shaft via the first input shaft or the second input shaft.

[0028] Furthermore, the second control mechanism includes a second clutch provided between the first input shaft and the power output end of the motor, and a third clutch provided between the second input shaft and the power output end of the motor.

[0029] Furthermore, it also includes an engine and a first clutch; the first clutch is arranged 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 on and off between the engine and the motor; the power of the engine is transmitted to the first intermediate shaft via the first input shaft or the second input shaft; or the power of the engine and the motor is transmitted to the first intermediate shaft via the first input shaft or the second input shaft.

[0030] The drive device of the present invention can realize power connection and disconnection between the engine and the motor by arranging the first clutch between the power output end of the engine and the power input end of the motor, and can adopt existing standard parts with low cost; by arranging the second control mechanism at the power output end of the motor, the first input shaft and the second input shaft can be selectively connected to the power output end of the motor.

[0031] The second control mechanism uses a second clutch and a third clutch, both of which can adopt existing standard parts, thereby reducing the overall cost of the drive device.

[0032] Another object of the present invention is to provide a vehicle equipped with the drive device as described above.

[0033] The vehicle of the present invention, by applying the above-mentioned drive device, can realize that the power of the engine is transmitted to the first intermediate shaft via the first input shaft or the second input shaft, or the power of the engine and the motor is transmitted to the first intermediate shaft via the first input shaft or the second input shaft, and the power connected by the first intermediate shaft can be transmitted to the second half shaft via the third transmission assembly or the fourth transmission assembly, thereby realizing an ultra-low speed gear mode, thereby realizing a variety of different gear modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0035] Figure 1 This is a schematic structural diagram of the transmission in application state according to the first embodiment of the present invention;

[0036] Figure 2 A schematic diagram of a power transmission route of the transmission in the first gear mode according to the first embodiment of the present invention;

[0037] Figure 3 A schematic diagram of a power transmission route of the transmission in the second gear mode according to the first embodiment of the present invention;

[0038] Figure 4 A schematic diagram of a power transmission route of the transmission in the third gear mode according to the first embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of the power transmission route of the transmission in the fourth gear mode according to the first embodiment of the present invention;

[0040] Figure 6 A schematic diagram of a power transmission route when the transmission is in reverse gear mode according to the first embodiment of the present invention;

[0041] Figure 7 A schematic diagram of a power transmission route of the transmission in an ultra-low speed gear mode according to the first embodiment of the present invention;

[0042] Figure 8 for Figure 1 Schematic diagram of the power transmission route in which the engine drives the motor to generate electricity;

[0043] Figure 9 This is a structural diagram of the synchronizer sleeve according to the first embodiment of the present invention;

[0044] Figure 10 for Figure 9 A magnified view of part A in FIG;

[0045] Figure 11This is an exploded view of the synchronizer sleeve according to the first embodiment of the present invention applied to a synchronizer;

[0046] Figure 12 This is a schematic structural diagram of the gear hub according to the first embodiment of the present invention;

[0047] Figure 13 This is a schematic structural diagram of a synchronization ring according to a first embodiment of the present invention;

[0048] Figure 14 This is a schematic structural diagram of the coupling sleeve according to the first embodiment of the present invention.

[0049] Description of reference numerals:

[0050] 1. First clutch; 2. Second control mechanism; 3. First input shaft; 4. Second input shaft; 5. First intermediate shaft; 6. Output shaft; 7. Engine; 8. Motor; 9. Differential; 10. Second intermediate shaft;

[0051] 201, second clutch; 202, third clutch;

[0052] 301, third driving wheel; 302, fourth driving wheel; 303, fifth driving wheel;

[0053] 401, first driving wheel; 402, second driving wheel;

[0054] 501, first driven wheel; 502, second driven wheel; 503, third driven wheel; 504, fourth driven wheel; 505, sixth driving wheel; 506, first synchronizer; 507, second synchronizer; 508, seventh driven wheel; 509, fourth synchronizer;

[0055] 601, first semi-axis; 602, second semi-axis;

[0056] 6011, sun gear; 6012, planet gear; 6013, planet carrier; 6014, first gear; 6015, sixth driven gear; 6015, ring gear;

[0057] 6021, second gear; 6022, third synchronizer;

[0058] 1001, fifth driven wheel;

[0059] 11. Synchronizer sleeve; 12. Gear hub; 13. Slider; 14. Synchronizer ring; 15. Joint sleeve;

[0060] 1101. Gear sleeve body; 1102. Internal teeth;

[0061] 11021, long teeth; 11022, short teeth; 11023, grooves;

[0062] 110211, first working surface; 110221, second working surface;

[0063] 1201, first through hole; 1202, first external tooth; 1203, accommodation space;

[0064] 1401, second via hole; 1402, second external tooth; 1403, external protrusion;

[0065] 1501. Third via hole; 1502. Third external tooth; 1503. Tapered surface. DETAILED DESCRIPTION

[0066] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0067] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," and "back" and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0068] Additionally, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

[0069] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings and in conjunction with embodiments.

[0070] Example 1

[0071] 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, a first intermediate shaft 5, an output shaft 6, a third transmission assembly, a fourth transmission assembly and a first control mechanism.

[0072] Among them, the second input shaft 4 is connected to the first intermediate shaft 5 through the first transmission assembly, so that the power carried by the second input shaft 4 is transmitted to the first intermediate shaft 5 via the first transmission assembly; the first input shaft 3 is connected to the first intermediate shaft 5 through the second transmission assembly, so that the power carried by the first input shaft 3 is transmitted to the first intermediate shaft 5 via the second transmission assembly, and the first intermediate shaft 5 is used to output power to the output shaft 6.

[0073] The output shaft 6 includes a first half-shaft 601 and a second half-shaft 602, which are coaxially arranged, wherein the first half-shaft 601 is transmission-connected to the first intermediate shaft 5, and a third transmission assembly and a fourth transmission assembly are provided on the first half-shaft 601, and a first control mechanism is provided on the second half-shaft 602, which selectively connects the third transmission assembly or the fourth transmission assembly so that the power received by the first intermediate shaft 5 is transmitted to the first half-shaft 601, and then transmitted to the second half-shaft 602 via the third transmission assembly or the fourth transmission assembly, and the second half-shaft 602 outputs power outward.

[0074] The aforementioned first transmission assembly is primarily used to transmit power from the second input shaft 4 to the first intermediate shaft 5. As a preferred embodiment, the first transmission assembly includes a first driving gear 401 and a second driving gear 402 fixed to the second input shaft 4, a first driven gear 501 and a second driven gear 502 loosely mounted on the first intermediate shaft 5, and a first synchronizer 506 fixed to the first intermediate shaft 5. The first driving gear 401 is drivingly connected to the first driven gear 501, the second driving gear 402 is drivingly connected to the second driven gear 502, and the first synchronizer 506 is configured to selectively connect to either the first driven gear 501 or the second driven gear 502.

[0075] The aforementioned second transmission assembly is primarily used to transmit power from the first input shaft 3 to the first intermediate shaft 5. As a preferred embodiment, the second transmission assembly includes a third driving gear 301 and a fourth driving gear 302 fixed to the first input shaft 3, a third driven gear 503 and a fourth driven gear 504 loosely mounted on the first intermediate shaft 5, and a second synchronizer 507 fixed to the first intermediate shaft 5. The third driving gear 301 is drivingly connected to the third driven gear 503, while the fourth driving gear 302 is drivingly connected to the fourth driven gear 504. The second synchronizer 507 selectively connects to either the third driven gear 503 or the fourth driven gear 504.

[0076] In a preferred embodiment, a sixth driving wheel 505 is fixedly mounted on the first intermediate shaft 5, and a sixth driven wheel 6015 is fixedly mounted on the first half shaft 601. The sixth driving wheel 505 and the sixth driven wheel 6015 are meshed and connected, so that power from the first intermediate shaft 5 is transmitted to the first half shaft 601 via the sixth driving wheel 505 and the sixth driven wheel 6015. In a preferred embodiment, the sixth driving wheel 505 is arranged at the end of the first intermediate shaft 5 closest to the engine 7, facilitating power transmission from the first intermediate shaft 5 to the second half shaft 602 and facilitating overall layout.

[0077] It should be noted that, in this embodiment, the sixth driving wheel 505 and the sixth driven wheel 6015 may of course not be provided, and the first half shaft 601 may be directly connected to the first intermediate shaft 5, or the first half shaft 601 and the first intermediate shaft 5 may adopt an integrated structure. However, this may cause the space occupied by the transmission to increase.

[0078] As a preferred embodiment, the aforementioned third transmission assembly includes a first gear 6014 mounted on the first half-shaft 601, a second gear 6021 is provided on the second half-shaft 602, and the second gear 6021 is transmission-connected to the fourth transmission assembly. The aforementioned first control mechanism includes a third synchronizer 6022, which is used to selectively connect the first gear 6014 or the second gear 6021, so that the power of the first half-shaft 601 is transmitted to the second half-shaft 602 via the first gear 6014, or the power of the first half-shaft 601 is transmitted to the second half-shaft 602 via the second gear 6021, and the second half-shaft 602 is the input shaft of the differential 9, so that the power can be transmitted to the differential 9.

[0079] As a preferred embodiment, the aforementioned fourth transmission assembly further includes a planetary gear mechanism, which primarily comprises a sun gear 6011, planetary gears 6012, a ring gear 6015, and a planet carrier 6013. The planetary gears 6012 are meshed and connected to the sun gear 6011 and the ring gear 6015, respectively. The sun gear 6011 is fixed to the first axle shaft 601, and the planet carrier 6013 is connected to the second gear 6021. This arrangement allows power from the first axle shaft 601 to be transmitted to the second axle shaft 602 via the sun gear 6011, planetary gears 6012, the second gear 6021, and the third synchronizer 6022, thereby facilitating the realization of an ultra-low speed gear mode.

[0080] It should be noted that the planetary gear mechanism described above is described using a fixed ring gear 6015 as an example. Alternatively, the planet carrier 6013 can be fixed, but in this case, the second gear 6021 should be connected to the ring gear 6015. It should be noted that the first gear 6014 and the second gear 6021 herein are also referred to as the coupling sleeve 15 in the synchronizer described below.

[0081] As a preferred embodiment, the transmission of this embodiment also includes a second intermediate shaft 10, a fifth transmission assembly and a third control mechanism, wherein the fifth transmission assembly is respectively connected to the first input shaft 3 and the first intermediate shaft 5, and the third control mechanism is used to control the power on and off between the fifth transmission assembly and the first intermediate shaft 5, so that the power of the first intermediate shaft 5 can be transmitted to the first intermediate shaft 5 via the fifth transmission assembly, thereby facilitating the realization of the reverse gear mode, and the power on and off method is easy to control.

[0082] In terms of specific structure, the fifth transmission assembly includes a fifth driving wheel 303, a fifth driven wheel 1001 and a seventh driven wheel 508, wherein the fifth driving wheel 303 is fixed on the first input shaft 3, the fifth driven wheel 1001 is loosely mounted on the second intermediate shaft 10, and the seventh driven wheel 508 is loosely mounted on the first intermediate shaft 5, and the fifth driving wheel 303 is meshed and connected with the fifth driven wheel 1001, and the fifth driven wheel 1001 is also meshed and connected with the seventh driven wheel 508.

[0083] The aforementioned third control mechanism includes a fourth synchronizer 509 disposed on the first intermediate shaft 5. The fourth synchronizer 509 can selectively connect to the seventh driven gear 508. With this arrangement, power from the first input shaft 3 can be transmitted to the first intermediate shaft 5 via the fifth driving gear 303, the fifth driven gear 1001, and the seventh driven gear 508, and the power on / off mode can be controlled.

[0084] In addition, as in the above structure, the fourth synchronizer 509 can also be fixed on the first input shaft 3, the fifth driving wheel 303 can be loosely mounted on the first input shaft 3, and the seventh driven wheel 508 can be fixed on the first intermediate shaft 5. That is, the fourth synchronizer 509 is used to control the power on and off between the fifth transmission assembly and the first input shaft 3, and it is also convenient to control the power on and off in the reverse gear mode.

[0085] At the same time, this embodiment also relates to a driving device, which is applied with the above-mentioned transmission. The specific structure of the driving device 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 feasible embodiment, the second control mechanism 2 includes a second clutch 201 provided between the first input shaft 3 and the power output end of the motor 8, and a third clutch 202 provided between the second input shaft 4 and the power output end of the motor 8.

[0086] Among them, the second clutch 201 is used to selectively connect the first input shaft 3 and the power output end of the motor 8, and 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 is placed in the second input shaft 4.

[0087] In addition, the drive device further comprises 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 provided in a first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8.

[0088] The drive device of this embodiment has two drive modes: engine 7 alone and engine 7 and motor 8 together. The combined engine 7 and motor 8 drive mode is suitable for medium-high-speed, low-load operating conditions. Both drive modes offer six gear modes. Since the power transmission diagrams for these six gear modes are identical in both drive modes, only six gear modes are listed below. Both drive modes offer the following six gear modes.

[0089] The first gear mode can be 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, the third synchronizer 6022 is engaged with the first gear 6014, and the torque of the engine 7 is transmitted from the first input shaft 3 of the transmission through the third driving wheel 301, the third driven wheel 503, and the second synchronizer 507 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 passes through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the first gear 6014, the third synchronizer 6022, the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0090] The second gear mode can be 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, the third synchronizer 6022 is engaged with the first gear 6014, and the torque of the engine 7 is transmitted from the second input shaft 4 of the transmission through the first driving wheel 401, the first driven wheel 501, and the first synchronizer 506 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 passes through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the first gear 6014, the third synchronizer 6022, the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0091] The third gear mode can be 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, the third synchronizer 6022 is engaged with the first gear 6014, and the torque of the engine 7 is transmitted from the first input shaft 3 of the transmission through the fourth driving wheel 302, the fourth driven wheel 504, and the second synchronizer 507 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 passes through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the first gear 6014, the third synchronizer 6022, the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0092] The fourth gear mode can be 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, the third synchronizer 6022 is engaged with the first gear 6014, and the torque of the engine 7 is transmitted from the second input shaft 4 of the transmission through the second driving wheel 402, the second driven wheel 502, and the first synchronizer 506 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 passes through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the first gear 6014, the third synchronizer 6022, the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0093] Reverse mode can be Figure 6 As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the fourth synchronizer 509 is engaged with the seventh driven wheel 508, the third synchronizer 6022 is engaged with the first gear 6014, and the torque of the engine 7 is transmitted from the first input shaft 3 of the transmission through the fifth driving wheel 303, the fifth driven wheel 1001, the seventh driven wheel 508, and the fourth synchronizer 509 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 passes through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the first gear 6014, the third synchronizer 6022, the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0094] Ultra-low speed mode can be Figure 7 As shown, the first clutch 1 is engaged, the second clutch 201 is engaged, the third clutch 202 is disengaged, the third synchronizer 6022 is engaged with the second gear 6021, 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 driving wheel 301, the third driven wheel 503, and the second synchronizer 507 to the first intermediate shaft 5. The torque of the first intermediate shaft 5 is transmitted through the sixth driving wheel 505, the sixth driven wheel 6015, the first half shaft 601, the sun gear 6011, the planetary gear 6012, the second gear 6021, the third synchronizer 6022 to the second half shaft 602, and then to the differential 9, thereby driving the vehicle to move.

[0095] When the car is parked and the battery level is low, Figure 8 As shown, the engine 7 drives the motor 8 to generate electricity to charge the battery. At this time, the first clutch 1 is engaged, and the second clutch 201 and the third clutch 202 are both disconnected.

[0096] The drive device of this embodiment can realize the power connection and disconnection between the engine 7 and the motor 8 by arranging the first clutch 1 between the power output end of the engine 7 and the power input end of the motor 8; by arranging 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, so that the power of the engine 7 can be transmitted to the first intermediate 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 can be transmitted to the first intermediate shaft 5 via the first input shaft 3 or the second input shaft 4, and after the power received by the first intermediate shaft 5 is transmitted to the first half shaft 601, it can be transmitted to the second half shaft 602 via the third transmission assembly or the fourth transmission assembly, so that an ultra-low speed gear mode can be realized, thereby realizing a variety of different gear modes.

[0097] At the same time, this embodiment also relates to a synchronizer gear sleeve 11, which can be applied to the synchronizer described below, and the synchronizer can be applied to the above transmission. Figure 9 and Figure 10 As shown, it mainly includes a ring-shaped gear sleeve body 1101. In terms of specific structure, a through hole is formed in the gear sleeve body 1101, and a plurality of internal teeth 1102 are provided on the inner wall of the through hole. Each internal tooth 1102 extends along the axial direction of the gear sleeve body 1101, and the plurality of internal teeth 1102 are arranged at intervals along the circumference of the gear sleeve body 1101.

[0098] Internal teeth 1102 are formed in the gear sleeve body 1101, and the internal teeth 1102 include long teeth 11021 and short teeth 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 of the gear sleeve body 1101, which shortens the engagement time between the long tooth 11021 and the coupling sleeve 15, and also shortens the shifting time.

[0099] As a preferred embodiment, the length of the long teeth 11021 in the axial direction of the gear sleeve body 1101 is greater than the length of the short teeth 11022, which is beneficial to reducing the synchronization time and reducing the gear shifting shock.

[0100] As a preferred embodiment, the length of the long teeth protruding from the gear sleeve body 1101 is equal to the sum of the tooth widths of the coupling sleeve 15 and the synchronizer ring 14, which makes the synchronizer shift more complete without the occurrence of gear shift jamming, while saving production costs.

[0101] Based on the above description of the overall structure and in order to better understand the synchronizer sleeve 11 of this embodiment, the following is a brief description of how the synchronizer sleeve 11 is used. The sleeve body 1101 can rotate around its own axis. When synchronization with the coupling sleeve 15 described below is required, since a groove 11023 is formed on the outer wall of the sleeve body 1101, a shift fork (not shown in the figure) that can be embedded in the groove 11023 drives the synchronizer sleeve 11 to move along the axial direction of the synchronizer sleeve 11, thereby facilitating the speed synchronization with the coupling sleeve 15. Its specific application scenarios will be described in detail below.

[0102] In terms of specific structure, a through hole is formed in the gear sleeve body 1101, and a plurality of internal teeth 1102 are provided on the inner wall of the through hole. Each internal tooth 1102 extends along the axial direction of the gear sleeve body 1101, and the plurality of internal teeth 1102 are arranged at intervals along the circumference of the gear sleeve body 1101.

[0103] As a preferred embodiment, the long tooth 11021 is located at one end of the gear sleeve body 1101 in the axial direction and is formed with a first working surface 110211 for synchronizing the speeds of the gear sleeve and the coupling sleeve 15, and the pressure angle of the first working surface 110211 is calculated based on the shifting ring torque and the friction torque, wherein the shifting ring torque is greater than the friction torque, which facilitates the insertion of the long tooth 11021 between two adjacent teeth on the coupling sleeve 15 without generating friction on the teeth on the coupling sleeve 15, and also makes the speed synchronization of the gear sleeve and the coupling sleeve 15 more stable, while increasing the service life of the long tooth 11021.

[0104] In other embodiments, the long teeth 11021 are formed with first working surfaces 110211 on both axial ends of the gear sleeve body 1101 for synchronizing the rotational speeds of the gear sleeve and the coupling sleeve 15 , so that the gear sleeve body 1101 can perform bidirectional meshing.

[0105] Preferably, two first working surfaces 110211 are arranged opposite each other so that the middle portion of the end of the long tooth 11021 is sharply convex. Thus, when the synchronizer sleeve 11 rotates forward or reverse, the first working surfaces 110211 on different sides can be used to shift the synchronizer ring 14. Of course, only one first working surface 110211 can be provided at each end of the long tooth 11021, but this method only has a better application effect when the synchronizer sleeve 11 rotates in one direction.

[0106] In this embodiment, in the axial direction of the gear sleeve body 1101, both ends of the long teeth 11021 protrude outside the gear sleeve body 1101. Figure 11As shown, during the rapid synchronization of the coupling sleeve 15 and the synchronizer sleeve 11, the long teeth 11021 can shift 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 coupling sleeve 15, thereby directly engaging with the coupling sleeve 15. This helps shorten synchronization time, reduce shift shock, and improve shift smoothness. It should be understood that it is also possible to have only one end of the long teeth 11021 protrude from the sleeve body 1101. However, in this case, the synchronizer sleeve 11 only achieves the above-mentioned effect when moving toward the protruding end.

[0107] As a preferred embodiment, the short tooth 11022 is located at one end of the gear sleeve body 1101 in the axial direction and forms a second working surface 110221 for synchronizing the rotational speeds of the gear sleeve and the coupling 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 above-mentioned short tooth 11022 is used in conjunction with the long tooth 11021, it is beneficial to shorten the synchronization time, reduce the gear shifting shock, and improve the smoothness of the gear shifting.

[0108] In other embodiments, the pressure angle of the second working surface 110221 is calculated based on the ring shifting torque and the friction torque, where the ring shifting 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 generate friction with the teeth on the engagement sleeve 15, thereby increasing the service life of the short tooth 11022.

[0109] In other embodiments, the short teeth 11022 are formed with second working surfaces 110221 at both axial ends of the sleeve body 1101 for synchronizing the speeds of the sleeve and the coupling sleeve 15, enabling bidirectional meshing of the sleeve body 1101. Preferably, two second working surfaces 110221 are arranged opposite each other, such that the middle portions of the ends of the short teeth 11022 are sharply convex. This allows the synchronizer ring 14 to be shifted using the second working surfaces 110221 on different sides during forward or reverse rotation of the synchronizer sleeve 11. While only one second working surface 110221 may be provided at each end of the short teeth 11022, this approach is more effective only when the synchronizer sleeve 11 is rotating in one direction.

[0110] As a preferred embodiment, in the axial direction of the gear sleeve body 1101, both ends of the short teeth 11022 protrude outside the gear sleeve body 1101. Figure 11As shown, during the rapid synchronization process between the coupling sleeve 15 and the synchronizer sleeve 11, the short teeth 11022 can pass through the gaps between the second external teeth 1402 on the synchronizer ring 14 and then enter the gaps between the third external teeth 1502 on the coupling sleeve 15, thereby directly engaging with the coupling sleeve. This helps shorten synchronization time and reduce shift shock. It should be understood that it is also possible to have only one end of the short teeth 11022 protrude from the sleeve body 1101. However, in this case, the synchronizer sleeve 11 only achieves the above-mentioned effect when moving toward the protruding end.

[0111] Finally, it should be noted that the long teeth 11021 and the short teeth 11022 are alternately arranged along the circumference of the gear sleeve body 1101. This ensures that the distance between adjacent long teeth 11021 and the distance between adjacent short teeth 11022 along the circumference of the gear sleeve body 1101 are consistent, and this distance is greater than the distance between adjacent internal teeth 1102. This greater distance helps reduce shift shock during rapid synchronization between the clutch sleeve 15 and the synchronizer sleeve 11.

[0112] The synchronizer sleeve of this embodiment, when applied to a synchronizer, is beneficial for shortening synchronization time, reducing shift shock, and improving shift smoothness, thereby having good practicality.

[0113] 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 transmission-connected between the gear hub 12 and the gear sleeve, and also includes a coupling sleeve 15 and a synchronizer ring 14 provided on the coupling sleeve 15, wherein the gear sleeve adopts the synchronizer gear sleeve 11 of Example 1.

[0114] Figure 12 The structure of the gear hub 12 is shown. As a preferred embodiment, a first through hole 1201 for passing 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 sleeved on the shaft, and can be connected to the gear wheel provided on the shaft, and is used to transmit the torque transmitted by the gear wheel to the coupling sleeve 15 through the synchronizer.

[0115] It should be noted here that in addition to the first through hole 1201 with a smooth inner wall formed in the gear hub 12, a plurality of transmission teeth can also be formed in the first through hole 1201. The plurality of transmission teeth can be engaged with the external teeth of the external shaft and are used to transmit the torque transmitted by the shaft to the coupling sleeve 15 through the synchronizer.

[0116] Furthermore, the outer wall of the hub 12 is formed with a plurality of first external teeth 1202 and three accommodating spaces 1203. The length of each first external tooth 1202 extends axially along the hub 12, and the plurality of first external teeth 1202 are spaced apart along the circumference of the 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 mounted in each of the three accommodating spaces 1203 to facilitate synchronization of the synchronizer ring 14.

[0117] The structure of the synchronizer ring 14 can be as follows Figure 13 As shown, a second through hole 1401 is formed in the synchronizer ring 14. The second through hole 1401 is a tapered hole that can be sleeved on the tapered surface 1503 described below. Three outer protrusions 1403 are formed on the outer periphery of the synchronizer ring 14. The three outer protrusions 1403 are spaced apart in the circumference of the synchronizer ring 14.

[0118] In addition, a plurality of second external teeth 1402 are provided corresponding to the gaps between adjacent outer protrusions 1403. The plurality of second external teeth 1402 are arranged at intervals along the circumference of the synchronizer ring 14, and the side of each second external tooth 1402 facing the synchronizer sleeve 11 is tapered to facilitate the internal tooth 1102 to penetrate into the gaps between adjacent second external teeth 1402.

[0119] It should be noted that the inner wall of the second through hole 1401 of the synchronizer ring 14 may be formed with a friction-enhancing structure, such as anti-slip grooves or grooves 11023, as described in existing structures, to shorten the synchronization time between the synchronizer ring 14 and the coupling sleeve 15. Furthermore, the number of synchronizer rings 14 may also be two or more, as described in existing synchronizer structures.

[0120] The structure of the slider 13 may refer to the existing structure and will not be described in detail here. As a preferred embodiment, the number of the sliders 13 is three and they are arranged axially around the gear hub 12. When the synchronizer sleeve 11 moves along its own axial direction, the slider 13 moves axially along the synchronizer sleeve 11 with the synchronizer sleeve 11. The slider 13 can be embedded in the gap between adjacent outer protrusions 1403 of the synchronizer ring 14 when it moves.

[0121] The structure of the coupling sleeve 15 can be as follows Figure 14 As shown, a third through hole 1501 is formed in the engagement sleeve 15 to facilitate sleeve mounting on the external shaft. A conical surface 1503 is formed on the side of the engagement sleeve 15 facing the synchronizer sleeve 11 , and the synchronizer ring 14 is sleeved on the conical surface 1503 .

[0122] Relative to the side formed with the conical surface 1503, the coupling sleeve 15 is provided with a connecting portion for connecting to the planetary carrier or ring gear of the planetary gear system, which can be an annular sleeve, so as to facilitate the transmission of the torque of the shaft or the gear wheel provided on the shaft to the planetary gear system through the synchronizer.

[0123] In addition, a plurality of third external teeth 1502 are formed on the coupling sleeve 15, and 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 gear sleeve 11, so as to facilitate the aforementioned internal teeth 1102 to penetrate into the gap between adjacent third external teeth 1502.

[0124] The synchronizer of this embodiment uses the synchronizer sleeve 11 of the first embodiment. During the synchronization process, the synchronizer sleeve 11 receives the power of the shift fork and moves along its own axial direction. The slider 13 moves synchronously with the synchronizer sleeve 11 and can enter the gap between adjacent outer protrusions 1403 of the synchronizer ring 14, thereby driving the synchronizer ring 14 to synchronize quickly.

[0125] Slider 13 drives synchronizer ring 14 axially, where it engages and frictionally contacts the tapered surface 1503 of coupling sleeve 15 for pre-synchronization. Simultaneously, long teeth 11021 pass through the gaps between the second external teeth 1402 on synchronizer ring 14 and engage with the third external teeth 1502, reducing synchronization shock. Subsequently, short teeth 11022 shift synchronizer ring 14, passing through the gaps between the second external teeth 1402, completing synchronization.

[0126] Finally, it should be noted that in this embodiment, Figure 11 The synchronizer shown is illustrated using the synchronizer sleeve 11 as an example of rightward movement. In this case, the right side of the synchronizer sleeve 11 is formed with outwardly protruding long teeth 11021 and short teeth 11022. If the synchronizer sleeve 11 is leftward movement, a synchronizer ring 14 and an engaging sleeve 15 should be provided on the left side accordingly. It is preferred that the synchronizer rings 14 and engaging sleeves 15 on both sides of the synchronizer sleeve 11 be arranged symmetrically.

[0127] The synchronizer of this embodiment, by applying the synchronizer sleeve 11 of the first embodiment, is advantageous in shortening the synchronization time, reducing the gear shifting shock, and having better gear shifting smoothness.

[0128] Finally, it should be noted that the synchronizer of this embodiment, when used in the transmission of this embodiment, serves as the first synchronizer 506 and the second synchronizer 507. The gear hub 12 should be drivingly connected to the first intermediate shaft 5. That is, the gear hub 12 should be formed with transmission teeth that are drivingly connected to the first intermediate shaft 5. In addition, synchronizer rings 14 and clutch sleeves 15 are provided on both sides of the synchronizer sleeve 11. The clutch sleeves 15 on both sides are respectively connected to the gear wheels on both sides. It should be noted that the first driven gear 501, the second driven gear 502, the third driven gear 503, and the fourth driven gear 504 are all gear wheels.

[0129] When the synchronizer of this embodiment is used as the fourth synchronizer 509, the gear hub 12 should be transmission-connected to the first intermediate shaft 5, that is, transmission teeth transmission-connected to the first intermediate shaft 5 should be formed in the gear hub 12, and a synchronizer ring 14 and a coupling sleeve 15 are provided on one side of the synchronizer gear sleeve 11. At this time, the coupling sleeve 15 is fixedly connected to the seventh driven gear 508.

[0130] When the synchronizer of this embodiment is used as the third synchronizer 6022, the gear hub 12 should be drivingly connected to the second half-shaft 602. That is, the gear hub 12 should be formed with transmission teeth that are drivingly connected to the second half-shaft 602. In addition, synchronizer rings 14 and clutch sleeves 15 are provided on both sides of the synchronizer sleeve 11. The clutch sleeves 15 on both sides are respectively connected to the gear wheels on both sides. It should be noted that the first gear 6014 and the second gear 6021 are both gear wheels.

[0131] Example 2

[0132] This embodiment relates to a vehicle equipped with the drive device of embodiment 1. The vehicle of this embodiment, by applying the drive device of embodiment 1, has the same beneficial effects as the drive device of the prior art, and will not be described in detail here.

[0133] The above description is only a preferred embodiment of the present invention and is 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 in the scope of protection of the present invention.

Claims

1. A transmission, characterized in that: It comprises a first input shaft (3), a first transmission assembly, a second input shaft (4), a second transmission assembly, a first intermediate shaft (5), an output shaft (6), a third transmission assembly, a fourth transmission assembly and a first control mechanism; The second input shaft (4) is in transmission connection with the first intermediate shaft (5) through the first transmission assembly, and the first input shaft (3) is in transmission connection with the first intermediate shaft (5) through the second transmission assembly; The output shaft (6) comprises a first half-shaft (601) and a second half-shaft (602), wherein the first half-shaft (601) and the second half-shaft (602) are coaxially arranged; The first half shaft (601) is in transmission connection with the first intermediate shaft (5), and the first half shaft (601) is provided with the third transmission assembly and the fourth transmission assembly; The second half shaft (602) is provided with the first control mechanism, and the first control mechanism is selectively connected to the third transmission assembly or the fourth transmission assembly; The third transmission assembly includes a first gear (6014) provided on the first half-shaft (601), a second gear (6021) provided on the second half-shaft (602), and the first control mechanism includes a third synchronizer (6022) for connecting the first gear (6014) or the second gear (6021); The fourth transmission assembly comprises a planetary gear mechanism, wherein the sun gear (6011) of the planetary gear mechanism is arranged on the first half shaft (601), and the ring gear or planet carrier (6013) of the planetary gear mechanism is connected to the second gear (6021).

2. The transmission according to claim 1, characterized in that: The first transmission assembly comprises a first driving wheel (401) and a second driving wheel (402) provided on the second input shaft (4), a first driven wheel (501), a second driven wheel (502) and a first synchronizer (506) provided on the first intermediate shaft (5); The first driving wheel (401) and the first driven wheel (501) are connected in a transmission manner, and the second driving wheel (402) and the second driven wheel (502) are connected in a transmission manner; 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 claim 1, wherein: The second transmission assembly comprises a third driving wheel (301) and a fourth driving wheel (302) provided on the first input shaft (3), a third driven wheel (503), a fourth driven wheel (504) and a second synchronizer (507) provided on the first intermediate shaft (5); The third driving wheel (301) and the third driven wheel (503) are connected in a transmission manner, and the fourth driving wheel (302) and the fourth driven wheel (504) are connected in a transmission manner; The second synchronizer (507) is used to selectively connect the third driven wheel (503) or the fourth driven wheel (504).

4. The transmission according to claim 1, wherein: Also includes a second intermediate shaft (10), a fifth transmission assembly and a third control mechanism; The fifth transmission assembly is respectively in transmission connection with the first input shaft (3) and the first intermediate shaft (5); The third control mechanism is used to control the power on and off between the fifth transmission assembly and the first input shaft (3), or the third control mechanism is used to control the power on and off between the fifth transmission assembly and the first intermediate shaft (5).

5. The transmission according to claim 4, characterized in that: The fifth transmission assembly includes a fifth driving wheel (303), a fifth driven wheel (1001) and a seventh driven wheel (508); The fifth driving wheel (303) is arranged on the first input shaft (3); the fifth driven wheel (1001) is arranged on the second intermediate shaft (10); and the seventh driven wheel (508) is arranged on the first intermediate shaft (5); The fifth driving wheel (303) is meshed and connected with the fifth driven wheel (1001); the fifth driven wheel (1001) is meshed and connected with the seventh driven wheel (508); The third control mechanism includes a fourth synchronizer (509) provided on the first intermediate shaft (5), and the fourth synchronizer (509) can be selectively connected to the seventh driven wheel (508).

6. The transmission according to any one of claims 1 to 5, characterized in that: The first input shaft (3) is inserted into the second input shaft (4); A sixth driving wheel (505) is provided on the first intermediate shaft (5); A sixth driven wheel is provided on the first half shaft (601); The sixth driving wheel (505) is meshed and connected with the sixth driven wheel.

7. A driving device, characterized in that: A transmission, a motor (8) and a second control mechanism (2) according to any one of claims 1 to 6; The second control mechanism (2) is provided at the power output end of the motor (8), and the second control mechanism (2) is used to control the first input shaft (3) and the second input shaft (4) to selectively connect to the power output end of the motor (8); The power of the motor (8) is transmitted to the first intermediate shaft (5) via the first input shaft (3) or the second input shaft (4).

8. The driving device according to claim 7, characterized in that: The second control mechanism (2) comprises a second clutch (201) provided between the first input shaft (3) and the power output end of the motor (8), and a third clutch (202) provided between the second input shaft (4) and the power output end of the motor (8).

9. The driving device according to claim 7, characterized in that: Also includes an engine (7) and a first clutch (1); The first clutch (1) is provided between the power output end of the engine (7) and the power input end of the motor (8), and the first clutch (1) is used to control the power on and off between the engine (7) and the motor (8); The power of the engine (7) is transmitted to the first intermediate 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 first intermediate shaft (5) via the first input shaft (3) or the second input shaft (4).

10. A vehicle, characterized in that: The vehicle is provided with the driving device according to any one of claims 7 to 9.

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