Transmission, drive mechanism and vehicle

Abstract

The present invention provides a transmission, a drive mechanism, and a vehicle. The transmission includes a motor, a first input shaft, a second input shaft, a first transmission assembly, a second transmission assembly, a first intermediate shaft, a third transmission assembly, a fourth transmission assembly, and an output shaft. The motor is connected to the first transmission assembly, the second transmission assembly, or the fourth transmission assembly; the first input shaft is connected to the output shaft via the second transmission assembly, and the second input shaft is connected to the output shaft via the first transmission assembly; the first intermediate shaft is selectively connected to the first transmission assembly via the third transmission assembly, and the first intermediate shaft is connected to the second transmission assembly via the fourth transmission assembly. The transmission of the present invention, through the coordination of the transmission assemblies, allows power connected to the second input shaft to be transmitted to the output shaft, the first intermediate shaft, or the first input shaft, and power connected to the first input shaft to be transmitted to the output shaft via the second transmission assembly, thereby enabling multiple reverse gear modes to better meet usage requirements.

Description

Technical Field

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

[0002] A gearbox is a mechanism used to change the speed and torque of the engine. It can change the transmission ratio between the output and input shafts in a fixed or step-by-step manner. 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 are long, making them difficult to deploy horizontally within a vehicle. Furthermore, the transmission's power shaft integrates numerous gears, creating a complex structure. Multi-speed transmissions require power transmission through multiple gear sets, reducing efficiency. Transmissions with fewer gears suffer from poor powertrain performance, failing to meet performance requirements. 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 motor, a first input shaft, a second input shaft, a first transmission assembly, a second transmission assembly, a first intermediate shaft, a third transmission assembly, a fourth transmission assembly, and an output shaft;

[0007] The power output shaft of the motor is in transmission connection with the first transmission assembly, the second transmission assembly or the fourth transmission assembly;

[0008] The first input shaft is in transmission connection with the output shaft via the second transmission assembly, and the second input shaft is in transmission connection with the output shaft via the first transmission assembly;

[0009] The first intermediate shaft is selectively connected to the first transmission assembly through a third transmission assembly, and the first intermediate shaft is connected to the second transmission assembly through a fourth transmission assembly.

[0010] Furthermore, the third transmission assembly includes a fifth driven wheel and a third synchronizer; the fifth driven wheel is loosely mounted on the first intermediate shaft; the third synchronizer is provided on the first intermediate shaft for selectively connecting the fifth driven wheel; the fifth driven wheel is transmission-connected to the first transmission assembly; the fourth transmission assembly includes a first intermediate wheel provided on the first intermediate shaft; the first intermediate wheel is transmission-connected to the second transmission assembly; and the power output shaft of the motor is transmission-connected to the first transmission assembly.

[0011] 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 output 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; the fifth driven wheel is transmission-connected to the first driven wheel or the second driven wheel.

[0012] Furthermore, it also includes a second intermediate shaft, a second intermediate wheel provided on the second intermediate shaft, and a fifth driving wheel provided on the power output shaft of the motor; the second intermediate wheel is transmission-connected to the fifth driving wheel, and the second intermediate wheel is transmission-connected to the first driving wheel or the second driving wheel.

[0013] 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 output 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; the first intermediate wheel is transmission-connected to the third driven wheel or the fourth driven wheel.

[0014] Furthermore, a parking gear is provided on the output shaft.

[0015] Furthermore, it also includes a power output shaft; the power output shaft is provided with a sixth driven wheel; the output shaft is provided with a sixth driving wheel; the sixth driven wheel is transmission-connected to the sixth driving wheel.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] (1) The transmission described in the present invention can realize that the motor power can be transmitted to the second input shaft and the output shaft through the first transmission assembly, the power connected to the first input shaft is transmitted to the output shaft through the second transmission assembly, and the power connected to the second input shaft is transmitted to the output shaft through the first transmission assembly, the third transmission assembly, and the fourth transmission assembly, or is transmitted to the first input shaft and the output shaft through the first transmission assembly, the third transmission assembly, the fourth transmission assembly and the second transmission assembly, thereby realizing multiple reverse gear modes and having a higher transmission efficiency, so as to better meet the use requirements.

[0018] (2) The third transmission assembly includes a fifth driven gear and a third synchronizer. The third synchronizer is selectively connected to the fifth driven gear to facilitate transmission of power to the first intermediate shaft through the third transmission assembly. The fourth transmission assembly includes a first intermediate gear, which is transmission-connected to the second transmission assembly to facilitate transmission of power connected to the first intermediate shaft to the first input shaft.

[0019] (3) 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 synchronizer selectively connects the first driven wheel or the second driven wheel to transmit the power of the second input shaft to the output shaft, which facilitates layout and facilitates gear shifting and vehicle speed adjustment. The fifth driven wheel is connected to the first driven wheel or the second driven wheel to facilitate transmission of the power of the second input shaft to the first intermediate shaft.

[0020] (4) 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 second synchronizer selectively connects the third driven wheel or the fourth driven wheel to transmit the power of the first input shaft to the output shaft, which facilitates layout and facilitates gear shifting and vehicle speed adjustment. The first intermediate wheel is connected to the third driven wheel or the fourth driven wheel to facilitate the transmission of power from the first intermediate shaft to the first input shaft.

[0021] (5) The second intermediate shaft and the second intermediate wheel are provided, and the second intermediate wheel is connected to the fifth driving wheel and to the first driving wheel or the second driving wheel, so as to facilitate the transmission of the power of the motor to the second input shaft. At the same time, the provision of the second intermediate shaft can also change the transmission ratio and improve the meshing efficiency, thereby improving the smoothness of the power transmission.

[0022] (6) The parking gear is provided on the output shaft, which is convenient for layout and improves parking reliability, thereby enriching the performance of the transmission.

[0023] (7) The sixth driving wheel and the sixth driven wheel are connected in a transmission manner, so that the power transmitted to the output shaft can be transmitted to the power output shaft, thereby driving the vehicle. Moreover, the arrangement of the power output shaft is also conducive to shortening the overall length of the transmission.

[0024] Another object of the present invention is to propose a drive mechanism, comprising the transmission as described above, and also comprising an engine and a second control mechanism; the second control mechanism is arranged at the power output end of the engine, 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 engine.

[0025] Furthermore, the first input shaft is inserted into the second input shaft; the second control mechanism includes a first clutch provided between the power output end of the engine and the first input shaft, and a second clutch provided between the power output end of the engine and the second input shaft.

[0026] Compared with the prior art, the present invention has the following advantages:

[0027] (1) The driving mechanism of the present invention arranges the second control mechanism at the power output end of the engine and controls the first input shaft and the second input shaft to be selectively connected to the power output end of the engine, so that the power of the engine can be transmitted to the output shaft through the first input shaft or the second input shaft, and the motor is connected to the first transmission assembly, so that the power of the motor can be transmitted to the output shaft through the second input shaft. Therefore, multiple driving modes such as engine driving alone, motor driving alone, and engine and motor driving together can be realized, thereby facilitating the realization of multiple different gear modes, and each driving mode has two reverse gears, which can better meet the use requirements.

[0028] (2) The second control mechanism includes a first clutch and a second clutch, which can use existing standard parts, thereby reducing the overall cost of the drive mechanism. The first input shaft is inserted into the second input shaft, which makes the overall structure simpler and more compact, and is conducive to the layout of the entire vehicle.

[0029] At the same time, another object of the present invention is to provide a vehicle, which is equipped with the driving mechanism as described above.

[0030] The vehicle of the present invention, equipped with the aforementioned drive mechanism, can achieve multiple drive modes, including engine-only drive, motor-only drive, and engine-motor combined drive. Each drive mode includes two reverse gears, meeting the driving needs of different users. Furthermore, the overall structure is more compact, facilitating the implementation of multiple gear modes while occupying a relatively small space. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] 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:

[0032] Figure 1 This is a schematic structural diagram of the transmission in application state according to the first embodiment of the present invention;

[0033] Figure 2 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the first gear mode when driven by the engine;

[0034] Figure 3 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the second gear mode when driven by the engine;

[0035] Figure 4 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the third gear mode when driven by the engine;

[0036] Figure 5 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the fourth gear mode when driven by the engine;

[0037] Figure 6 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the first reverse gear mode when driven by the engine;

[0038] Figure 7 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the second reverse gear mode when driven by the engine;

[0039] Figure 8 A schematic diagram of a power transmission route of the transmission according to the first embodiment of the present invention when the engine and the motor are driving together in the first gear mode;

[0040] Figure 9 A schematic diagram of a power transmission route of the transmission according to embodiment 1 of the present invention in the second gear mode when the engine and the motor are driving together;

[0041] Figure 10 A schematic diagram of a power transmission route of the transmission according to embodiment 1 of the present invention when the engine and the motor are driving together in the first reverse gear mode;

[0042] Figure 11 A schematic diagram of a power transmission route of the transmission according to embodiment 1 of the present invention when the engine and the motor are driving together and the transmission is in the second reverse gear mode;

[0043] Figure 12 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the first gear mode when driven by the motor;

[0044] Figure 13A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the second gear mode when driven by the motor;

[0045] Figure 14 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the first reverse gear mode when driven by the motor;

[0046] Figure 15 A schematic diagram of a power transmission route when the transmission according to the first embodiment of the present invention is in the second reverse gear mode when driven by the motor;

[0047] Description of reference numerals:

[0048] 1. Second control mechanism; 2. First input shaft; 3. Second input shaft; 4. Output shaft; 5. Second intermediate shaft; 6. First intermediate shaft; 7. Power output shaft; 9. Intermediate shaft; 10. Motor; 20. Engine; 30. Differential;

[0049] 101, first clutch; 102, second clutch;

[0050] 201, third driving wheel; 202, fourth driving wheel;

[0051] 301, first driving wheel; 302, second driving wheel;

[0052] 401, first driven wheel; 402, second driven wheel; 403, third driven wheel; 404, fourth driven wheel; 405, first synchronizer; 406, second synchronizer; 407, sixth driving wheel; 408, parking gear;

[0053] 501, second intermediate wheel;

[0054] 601, first intermediate gear; 602, fifth driven gear; 603, third synchronizer;

[0055] 701, sixth driven wheel;

[0056] 801, fifth driving wheel;

[0057] 901. Transition wheel. DETAILED DESCRIPTION

[0058] 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.

[0059] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," and "back" and other terms 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 limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0060] Furthermore, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

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

[0062] Example 1

[0063] This embodiment relates to a transmission, such as Figure 1 As shown, the overall structure mainly includes a motor 10, a first input shaft 2, a second input shaft 3, a first transmission assembly, a second transmission assembly, a first intermediate shaft 6, a third transmission assembly, a fourth transmission assembly and an output shaft 4.

[0064] The first input shaft 2 is in transmission connection with the output shaft 4 via the second transmission assembly, and the first intermediate shaft 6 is connected to the second transmission assembly via the fourth transmission assembly. This facilitates the transmission of power from the first input shaft 2 to the output shaft 4 via the second transmission assembly, or facilitates the transmission of power from the first intermediate shaft 6 to the first input shaft 2 via the fourth transmission assembly and the second transmission assembly.

[0065] The second input shaft 3 is drivingly connected to the output shaft 4 via the first transmission assembly, and the motor 10 is drivingly connected to the first transmission assembly, facilitating transmission of power from the motor 10 to the second input shaft 3 and the output shaft 4 via the first transmission assembly. The first intermediate shaft 6 is selectively connected to the first transmission assembly via the third transmission assembly, thereby facilitating transmission of power from the motor 10 to the first intermediate shaft 6 via the first and third transmission assemblies.

[0066] It should be noted that, in addition to being in transmission connection with the first transmission assembly, the power output shaft of the motor 10 may also be in transmission connection with the second transmission assembly or the fourth transmission assembly. This allows the power from the motor 10 to be transmitted to the output shaft 4 via the second transmission assembly, or to be transmitted to the output shaft 4 via the fourth transmission assembly. Furthermore, when the power output shaft of the motor 10 is in transmission connection with the fourth transmission assembly, the motor is preferably in transmission connection with the first intermediate gear 601 described below, thereby transmitting the power of the motor 10 to the output shaft 4 via the first intermediate gear and the second transmission assembly.

[0067] The output shaft 4 can directly serve as the input shaft of the differential 30, directly outputting power to the differential 30. In this embodiment, the output shaft 4 is indirectly connected to the input shaft of the differential 30. As a preferred embodiment, the output shaft 4 is connected to the input shaft of the differential 30 via a sixth driving wheel 407 and a sixth driven wheel 701, which are meshed together as described below. Specifically, the sixth driving wheel 407 is fixed to the output shaft 4, and the sixth driven wheel 701 is fixed to the power output shaft 7. This allows the power from the output shaft 4 to be transmitted to the power output shaft 7 via the sixth driving wheel 407 and the sixth driven wheel 701. In this case, the power output shaft 7 can serve as the input shaft of the differential 30.

[0068] In the above structure, through the cooperation between the transmission components, the power carried by the second input shaft 3 can be transmitted to the output shaft 4 through the first transmission component, the third transmission component, and the fourth transmission component, or transmitted to the first input shaft 2 and the output shaft 4 through the first transmission component, the third transmission component, the fourth transmission component and the second transmission component, thereby realizing multiple reverse gear modes and having a higher transmission efficiency.

[0069] The aforementioned first transmission assembly is used to transmit power from the second input shaft 3 to the output shaft 4. As a preferred and feasible embodiment, the first transmission assembly includes a first driving wheel 301 and a second driving wheel 302 fixedly mounted on the second input shaft 3, a first driven wheel 401 and a second driven wheel 402 loosely mounted on the output shaft 4, and a first synchronizer 405 fixedly mounted on the output shaft 4. The first driving wheel 301 and the first driven wheel 401 are in driving connection with each other, while the second driving wheel 302 and the second driven wheel 402 are in driving connection with each other. The first synchronizer 405 is configured to selectively connect to either the first driven wheel 401 or the second driven wheel 402. Thus, the power received by the second input shaft 3 is transmitted to the output shaft 4 via the first driven wheel 401 or via the second driven wheel 402.

[0070] The aforementioned second transmission assembly is used to transmit power from the first input shaft 2 to the output shaft 4. As a preferred and feasible embodiment, the second transmission assembly includes a third driving wheel 201 and a fourth driving wheel 202 fixed to the first input shaft 2, a third driven wheel 403 and a fourth driven wheel 404 loosely mounted on the output shaft 4, and a second synchronizer 406 fixed to the output shaft 4. The third driving wheel 201 and the third driven wheel 403 are in driving connection with each other, while the fourth driving wheel 202 and the fourth driven wheel 404 are in driving connection with each other. The second synchronizer 406 is configured to selectively connect to either the third driven wheel 403 or the fourth driven wheel 404. Thus, the power received by the first input shaft 2 is transmitted to the output shaft 4 via the third driven wheel 403 or via the fourth driven wheel 404.

[0071] The aforementioned third transmission assembly, as a preferred and feasible embodiment, includes a fifth driven gear 602 mounted loosely on the first intermediate shaft 6, and a third synchronizer 603 fixedly mounted on the first intermediate shaft 6. The third synchronizer 603 is configured to selectively connect to the fifth driven gear 602.

[0072] In addition, the aforementioned fourth transmission assembly, as a preferred feasible embodiment, includes a first intermediate wheel 601 fixed on the first intermediate shaft 6, and the first intermediate wheel 601 is transmission-connected to the second transmission assembly.

[0073] In this embodiment, the fifth driven wheel 602, which is idle on the first intermediate shaft 6, is connected to the first driven wheel 401 or the second driven wheel 402 in the first transmission assembly. In this way, the power received by the output shaft 4 is transmitted to the first intermediate shaft 6 via the first driven wheel 401 and the fifth driven wheel 602; or is transmitted to the first intermediate shaft 6 via the second driven wheel 402 and the fifth driven wheel 602.

[0074] Furthermore, as a preferred arrangement in this embodiment, the first intermediate gear 601, fixed to the first intermediate shaft 6, is drivingly connected to the third driven gear 403 or the fourth driven gear 404. Thus, power received by the first intermediate shaft 6 is transmitted via the first intermediate gear 601 and the third driven gear 403 to the first input shaft 2 or the output shaft 4; alternatively, power is transmitted via the first intermediate gear 601 and the fourth driven gear 404 to the first input shaft 2 or the output shaft 4, thereby achieving two reverse gears, enhancing drivability, and meeting the needs of different customers.

[0075] As a preferred arrangement, the transmission of this embodiment further includes a second intermediate shaft 5, a second intermediate gear 501 fixedly mounted on the second intermediate shaft 5, and a fifth driving gear 801 fixedly mounted on the power output shaft of the motor 10. The second intermediate gear 501 is drivingly connected to the fifth driving gear 801, which is in turn drivingly connected to the first driving gear 301 or the second driving gear 302. This facilitates transmission of power from the motor 10 via the fifth driving gear 801, the second intermediate gear 501, and the first driving gear 301 to the second input shaft 3; or via the fifth driving gear 801, the second intermediate gear 501, and the second driving gear 302 to the second input shaft 3.

[0076] In other embodiments, the second intermediate wheel 501 can also be connected to the third driving wheel 201, the fourth driving wheel 202 or the first intermediate wheel 601, so as to increase the selectivity of the motor position of the present invention and enhance the playability of the vehicle of the present invention.

[0077] As a further preferred arrangement, in this embodiment, an intermediate shaft 9 is provided between the second intermediate shaft 5 and the second input shaft 3. A transition gear 901 is fixedly mounted on the intermediate shaft 9. The transition gear 901 meshes with the second intermediate gear 501 and meshes with either the first or second drive shaft. Consequently, the power from the motor 10 is transmitted to the second input shaft 3 via the fifth drive gear 801, the second intermediate gear 501, the transition gear 901, and the first drive gear 301; or to the second input shaft 3 via the fifth drive gear 801, the second intermediate gear 501, the transition gear 901, and the second drive gear 302. Furthermore, the provision of the second intermediate shaft 5 and the intermediate shaft 9 reduces the overall length of the transmission while also improving the stability of power transmission.

[0078] As a preferred arrangement, a parking gear 408 is further provided on the output shaft 4 of this embodiment. The parking gear 408 and the above-mentioned sixth driving wheel 407 are respectively fixed at both ends of the output shaft 4. This makes it convenient to arrange and also helps to improve parking reliability, thereby enriching the performance of the transmission.

[0079] In addition, as a preferred arrangement, the transmission of this embodiment further includes a power output shaft 7, and a sixth driven gear 701 is fixed to the power output shaft 7. The sixth driven gear 701 is meshed and connected with the sixth driving gear 407 fixed to the output shaft 4. This arrangement allows the power received by the output shaft 4 to be transmitted to the power output shaft 7.

[0080] By optimizing the gear layout of each transmission component, the transmission of this embodiment not only achieves a compact structure, reducing the overall length and weight of the transmission, but also enables a variety of different gear modes, including multiple reverse gear modes. Furthermore, the transmission utilizes a non-wound gear structure, directly outputting power through the gears. This reduces the number of gear sets required for power transmission, thereby improving transmission efficiency and power delivery stability.

[0081] This embodiment also relates to a drive mechanism comprising the aforementioned transmission, an engine 20, and a second control mechanism 1. The second control mechanism 1 is disposed at the power output of the engine 20 and is configured to control the selective connection of a first input shaft 2 or a second input shaft 3 to the power output of the engine 20. The power of the engine 20 is transmitted to the output shaft 4 via the first input shaft 2 or the second input shaft 3.

[0082] As a preferred implementation form, the second control mechanism 1 includes a first clutch 101 provided between the power output end of the engine 20 and the first input shaft 2 , and a second clutch 102 provided between the power output end of the engine 20 and the second input shaft 3 .

[0083] Among them, the first clutch 101 is used to selectively connect the first input shaft 2 and the power output end of the engine 20, and the second clutch 102 is used to selectively connect the second input shaft 3 and the power output end of the engine 20, and the first input shaft 2 is placed in the second input shaft 3.

[0084] The driving mechanism of this embodiment has three driving modes, including an engine 20 driving mode alone, an engine 20 and motor 10 driving mode together, and a motor 10 driving mode alone. In addition, each driving mode has two reverse gear functions and a variety of other different forward gear modes. Please refer to the following description for details.

[0085] In the engine 20 single-drive mode, the transmission has four forward gears and two reverse gears, and the gear modes are as follows:

[0086] 1) When the engine 20 is driven, the power transmission route of the transmission in the first gear mode can be shown in Figure 2, the first clutch 101 is disengaged, the second clutch 102 is engaged, and the first synchronizer 405 is combined with the first driven wheel 401. This gear mode can be used as the first gear of the transmission.

[0087] At this time, the power transmission route is: engine 20 → second clutch 102 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0088] 2) When the engine 20 is driven, the power transmission route when the transmission is in the second gear mode can be as follows Figure 3 As shown, the first clutch 101 is engaged, the second clutch 102 is disengaged, and the second synchronizer 406 is coupled with the third driven wheel 403 . This gear mode can be used as the second gear of the transmission.

[0089] At this time, the power transmission route is: engine 20 → first clutch 101 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0090] 3) When the engine 20 is driven, the power transmission route when the transmission is in the third gear mode can be as follows Figure 4 As shown, the first clutch 101 is disconnected, the second clutch 102 is engaged, and the first synchronizer 405 is combined with the second driven wheel 402. This gear mode can be used as the third gear of the transmission.

[0091] At this time, the power transmission route is: engine 20 → second clutch 102 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0092] 4) When the engine 20 is driven, the power transmission route when the transmission is in the fourth gear mode can be as follows Figure 5 As shown, the first clutch 101 is engaged, the second clutch 102 is disengaged, and the second synchronizer 406 is coupled with the fourth driven wheel 404 . This gear mode can be used as the fourth gear of the transmission.

[0093] At this time, the power transmission route is: engine 20 → first clutch 101 → first input shaft 2 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0094] 5) When the engine 20 is driven, the power transmission route when the transmission is in the first reverse gear mode can be as follows Figure 6 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the second synchronizer 406 is engaged with the third driven gear 403 , and the third synchronizer 603 is engaged with the fifth driven gear 602 .

[0095] At this time, the power transmission route is: engine 20 → second clutch 102 → second input shaft 3 → second driving wheel 302 → fifth driven wheel 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate wheel 601 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0096] 6) When the engine 20 is driven, the power transmission route when the transmission is in the second reverse gear mode can be as follows Figure 7 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, and the third synchronizer 603 is engaged with the fifth driven gear 602. At this point, the power transmission route is: engine 20 → second clutch 102 → second input shaft 3 → second driving gear 302 → fifth driven gear 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate gear 601 → third driven gear 403 → third driving gear 201 → first input shaft 2 → fourth driving gear 202 → fourth driven gear 404 → second synchronizer 406 → output shaft 4 → sixth driving gear 407 → sixth driven gear 701 → power output shaft 7 → differential 30.

[0097] In the combined driving mode of the engine 20 and the motor 10, the transmission has two forward gears and two reverse gears, and the gear modes are as follows:

[0098] 1) When the engine 20 and the motor 10 are driven together, the power transmission route when the transmission is in the first gear mode can be as follows Figure 8 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, and the first synchronizer 405 is engaged with the first driven gear 401. At this point, the power transmission route of the engine 20 is: engine 20 → second clutch 102 → second input shaft 3 → first driving gear 301 → first driven gear 401 → first synchronizer 405 → output shaft 4 → sixth driving gear 407 → sixth driven gear 701 → power output shaft 7 → differential 30.

[0099] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0100] 2) When the engine 20 and the motor 10 are driven together, the power transmission route when the transmission is in the second gear mode can be as follows: Figure 9 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, and the first synchronizer 405 is coupled to the second driven gear 402 .

[0101] At this time, the power transmission route of the engine 20 is: engine 20 → second clutch 102 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0102] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0103] 3) When the engine 20 and the motor 10 are driven together, the power transmission route when the transmission is in the first reverse gear mode can be as follows: Figure 10 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the second synchronizer 406 is engaged with the third driven gear 403, and the third synchronizer 603 is engaged with the fifth driven gear 602. At this point, the power transmission route of the engine 20 is: engine 20 → second clutch 102 → second input shaft 3 → second driving gear 302 → fifth driven gear 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate gear 601 → third driven gear 403 → second synchronizer 406 → output shaft 4 → sixth driving gear 407 → sixth driven gear 701 → power output shaft 7 → differential 30.

[0104] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → fifth driven wheel 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate wheel 601 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0105] 4) When the engine 20 and the motor 10 are driven together, the power transmission route when the transmission is in the second reverse gear mode can be as follows: Figure 11As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the second synchronizer 406 is engaged with the fourth driven gear 404, and the third synchronizer 603 is engaged with the fifth driven gear 602. At this point, the power transmission route of the engine 20 is: engine 20 → second clutch 102 → second input shaft 3 → second driving gear 302 → fifth driven gear 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate gear 601 → third driven gear 403 → third driving gear 201 → first input shaft 2 → fourth driving gear 202 → fourth driven gear 404 → second synchronizer 406 → output shaft 4 → sixth driving gear 407 → sixth driven gear 701 → power output shaft 7 → differential 30.

[0106] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → fifth driven wheel 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate wheel 601 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0107] In the motor 10 single drive mode, the transmission has two forward gears and two reverse gears, and the gear modes are as follows:

[0108] 1) When the motor 10 is driven alone, the power transmission route of the transmission in the first gear mode can be as follows Figure 12 As shown, the first clutch 101 is disengaged, the second clutch 102 is disengaged, and the first synchronizer 405 is engaged with the first driven wheel 401 .

[0109] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0110] 2) When the motor 10 is driven alone, the power transmission route when the transmission is in the second gear mode can be as follows Figure 13 As shown, the first clutch 101 is disengaged, the second clutch 102 is disengaged, and the first synchronizer 405 is engaged with the second driven gear 402 .

[0111] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0112] 3) When the motor 10 is driven alone, the power transmission route when the transmission is in the first reverse gear mode can be as follows: Figure 14 As shown, the first clutch 101 is disengaged, the second clutch 102 is disengaged, the second synchronizer 406 is engaged with the third driven gear 403 , and the third synchronizer 603 is engaged with the fifth driven gear 602 .

[0113] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → fifth driven wheel 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate wheel 601 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0114] 4) When the motor 10 is driven alone, the power transmission route when the transmission is in the second reverse gear mode can be as follows Figure 15 As shown, the first clutch 101 is disengaged, the second clutch 102 is disengaged, the second synchronizer 406 is engaged with the fourth driven gear 404 , and the third synchronizer 603 is engaged with the fifth driven gear 602 .

[0115] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → second intermediate wheel 501 → transition wheel 901 → first driving wheel 301 → second input shaft 3 → second driving wheel 302 → fifth driven wheel 602 → third synchronizer 603 → first intermediate shaft 6 → first intermediate wheel 601 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 701 → power output shaft 7 → differential 30.

[0116] Still refer to Figure 1 As shown, when the vehicle is parked with a low remaining power, the motor 10 generates electricity to charge the battery. At this time, the first clutch 101 and the second clutch 102 are both in the disconnected state.

[0117] The driving mechanism of this embodiment, by arranging the second control mechanism 1 at the power output end of the engine 20, and controlling the first input shaft 2 and the second input shaft 3 to be selectively connected to the power output end of the engine 20, can enable the power of the engine 20 to be transmitted to the output shaft 4 via the first input shaft 2 or the second input shaft 3, and the motor 10 is connected to the first transmission assembly, so that the power of the motor 10 can be transmitted to the output shaft 4 via the second input shaft 3. As a result, multiple driving modes such as the engine 20 driving alone, the motor 10 driving alone, and the engine 20 and the motor 10 driving together can be realized, thereby facilitating the realization of multiple different gear modes, and each driving mode has two reverse gears, which can better meet the usage requirements.

[0118] Example 2

[0119] This embodiment relates to a vehicle equipped with the drive mechanism described in Example 1. The vehicle of this embodiment, by applying the drive mechanism of Example 1, has the same beneficial effects as the drive mechanism in the prior art, and will not be described in detail here.

[0120] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, 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 motor (10), a first input shaft (2), a second input shaft (3), a first transmission assembly, a second transmission assembly, a first intermediate shaft (6), a third transmission assembly, a fourth transmission assembly and an output shaft (4); The power output shaft of the motor (10) is in transmission connection with the first transmission assembly, the second transmission assembly or the fourth transmission assembly; The first input shaft (2) is inserted into the second input shaft (3), the first input shaft (2) is connected to the output shaft (4) through the second transmission assembly, and the second input shaft (3) is connected to the output shaft (4) through the first transmission assembly; The first intermediate shaft (6) is selectively connected to the first transmission assembly via a third transmission assembly, and the first intermediate shaft (6) is connected to the second transmission assembly via a fourth transmission assembly; The third transmission assembly comprises a fifth driven wheel (602) and a third synchronizer (603); the fifth driven wheel (602) is loosely mounted on the first intermediate shaft (6); the third synchronizer (603) is provided on the first intermediate shaft (6) and is used to selectively connect to the fifth driven wheel (602); the fifth driven wheel (602) is transmission-connected to the first transmission assembly; The fourth transmission assembly comprises a first intermediate wheel (601) provided on the first intermediate shaft (6); the first intermediate wheel (601) is in transmission connection with the second transmission assembly; The first transmission assembly comprises a first driving wheel (301) and a second driving wheel (302) provided on the second input shaft (3), a first driven wheel (401), a second driven wheel (402) and a first synchronizer (405) provided on the output shaft (4); the first driving wheel (301) and the first driven wheel (401) are transmission-connected, and the second driving wheel (302) and the second driven wheel (402) are transmission-connected; the first synchronizer (405) is used to selectively connect the first driven wheel (401) or the second driven wheel (402); the fifth driven wheel (602) is transmission-connected to the first driven wheel (401) or the second driven wheel (402); The second transmission assembly comprises a third driving wheel (201) and a fourth driving wheel (202) provided on the first input shaft (2), a third driven wheel (403), a fourth driven wheel (404) and a second synchronizer (406) provided on the output shaft (4); the third driving wheel (201) and the third driven wheel (403) are transmission-connected, and the fourth driving wheel (202) and the fourth driven wheel (404) are transmission-connected; the second synchronizer (406) is used to selectively connect the third driven wheel (403) or the fourth driven wheel (404); and the first intermediate wheel (601) is transmission-connected to the third driven wheel (403) or the fourth driven wheel (404).

2. The transmission according to claim 1, characterized in that: The power output shaft of the motor (10) is in transmission connection with the first transmission assembly.

3. The transmission according to claim 1, wherein: It also includes a second intermediate shaft (5), a second intermediate wheel (501) provided on the second intermediate shaft (5), and a fifth driving wheel (801) provided on the power output shaft of the motor (10); The second intermediate wheel (501) is in transmission connection with the fifth driving wheel (801), and the second intermediate wheel (501) is in transmission connection with the first driving wheel (301) or the second driving wheel (302).

4. The transmission according to claim 1, characterized in that: A parking gear (408) is provided on the output shaft (4).

5. The transmission according to any one of claims 1 to 4, characterized in that: Also includes a power output shaft (7); The power output shaft (7) is provided with a sixth driven wheel (701); The output shaft (4) is provided with a sixth driving wheel (407); The sixth driven wheel (701) is transmission-connected to the sixth driving wheel (407).

6. A driving mechanism, characterized in that: A transmission comprising any one of claims 1 to 5, further comprising an engine (20) and a second control mechanism (1); The second control mechanism (1) is provided at the power output end of the engine (20), and the second control mechanism (1) is used to control the first input shaft (2) and the second input shaft (3) to selectively connect to the power output end of the engine (20).

7. The driving mechanism according to claim 6, characterized in that: The second control mechanism (1) comprises a first clutch (101) provided between the power output end of the engine (20) and the first input shaft (2), and a second clutch (102) provided between the power output end of the engine (20) and the second input shaft (3).

8. A vehicle, characterized in that: The vehicle is provided with the driving mechanism according to any one of claims 6 to 7.

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