Transmission and drive system and vehicle

Abstract

The present invention provides a transmission, a drive system, and a vehicle. The transmission comprises a motor, 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. The motor is connected to the first transmission assembly or the second transmission assembly. The first input shaft passes through the second input shaft and is in transmission connection with the first intermediate shaft via the second transmission assembly, while the second input shaft is in transmission connection with the first intermediate shaft via the first transmission assembly. The output shaft comprises a first half-shaft and a second half-shaft, with the third and fourth transmission assemblies disposed on the first half-shaft. The first control mechanism selectively connects the third transmission assembly or the fourth transmission assembly. By optimizing the arrangement of the transmission assemblies, the transmission has a more compact overall structure and can also achieve an ultra-low speed gear mode and various other gear modes.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parts, and in particular to a gearbox, a drive system using the gearbox, and a vehicle using the drive system. 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, existing transmission structures suffer from poor off-road performance and fail to meet vehicle requirements. Furthermore, the transmission's power shaft incorporates numerous gears, creating a complex structure. Multi-speed transmissions require power transmission through multiple gear sets, reducing transmission efficiency. Transmissions with fewer gears suffer from poor dynamics and fail to meet performance requirements. Summary of the Invention

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

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

[0006] A gearbox includes a motor, 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 motor is connected to the first transmission assembly or the second transmission assembly;

[0008] The first input shaft is coaxially arranged with the second input shaft, and the first input shaft passes through the second input shaft;

[0009] The first input shaft is in driving connection with the first intermediate shaft via the second transmission assembly, and the second input shaft is in driving connection with the first intermediate shaft via the first transmission assembly;

[0010] The output shaft includes a first half shaft and a second half shaft;

[0011] 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;

[0012] 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.

[0013] Furthermore, it also includes a second intermediate shaft and a fifth transmission assembly; the second intermediate shaft is selectively connected to the first transmission assembly through the fifth transmission assembly; and the second intermediate shaft is in transmission connection with the first half shaft.

[0014] Furthermore, the fifth transmission assembly includes a second intermediate wheel loosely mounted on the second intermediate shaft, and a third synchronizer provided on the second intermediate shaft; the third synchronizer is used to selectively connect to the second intermediate wheel; the second intermediate wheel is transmission-connected to the first transmission assembly.

[0015] 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 is transmission-connected to the first driven wheel, and the second driving wheel is transmission-connected to the second driven wheel; the first synchronizer is used to selectively connect to the first driven wheel or the second driven wheel; the second intermediate wheel is transmission-connected to the first driven wheel or the second driven wheel.

[0016] 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.

[0017] Furthermore, a parking gear is provided on the second intermediate shaft; and / or a sixth driving wheel is provided on the first intermediate shaft; a sixth driven wheel is provided on the output shaft; a seventh driving wheel is provided on the second intermediate shaft; and the sixth driven wheel is transmission-connected to the sixth driving wheel and the seventh driving wheel respectively.

[0018] 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 fourth synchronizer for connecting the first gear or the second gear.

[0019] 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.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] (1) The gearbox described in the present invention enables the motor power to be transmitted to the first input shaft through the second transmission assembly, or to the second half-shaft through the second transmission assembly, the first intermediate shaft, the first half-shaft, and the fourth transmission assembly, or to the second half-shaft through the second transmission assembly, the first intermediate shaft, the first half-shaft, and the third transmission assembly, and the first control mechanism selectively connects the third transmission assembly or the fourth transmission assembly so that the power is transmitted to the second half-shaft through the third transmission assembly or the fourth transmission assembly, thereby facilitating the realization of an ultra-low speed gear mode and having better off-road performance and higher power transmission efficiency. Passing the first input shaft through the second input shaft can make the gearbox structure more compact and reduce the space occupied by the gearbox. The motor is connected to the first transmission assembly or the second transmission assembly so that the power of the motor can be transmitted to the input shaft or the output shaft through the first transmission assembly or the second transmission assembly.

[0022] (2) The second intermediate shaft and the fifth transmission assembly are provided so that the second intermediate shaft is selectively connected to the first transmission assembly via the fifth transmission assembly, and the second intermediate shaft is provided with a transmission connection with the first half-shaft, so that the power carried by the second intermediate shaft is transmitted to the first half-shaft through the fifth transmission assembly and the second intermediate shaft, that is, transmitted to the output shaft, thereby realizing a reverse gear mode.

[0023] (3) The fifth transmission assembly includes a second intermediate wheel and a third synchronizer. The third synchronizer is selectively connected to the fifth driving wheel to determine whether the power of the first input shaft is transmitted outward through the second intermediate shaft, thereby facilitating the power on / off of the reverse gear mode.

[0024] (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. 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 first intermediate shaft, which facilitates layout and facilitates gear shifting and vehicle speed adjustment. The second intermediate 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 second intermediate shaft.

[0025] (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.

[0026] (6) The sixth driving wheel and the sixth driven wheel are connected in a transmission manner, so that the power transmitted to the first intermediate shaft can be transmitted to the output shaft, thereby driving the vehicle. Moreover, through the parking gear, the arrangement is convenient, the parking reliability is improved, and the performance of the gearbox can be enriched.

[0027] (7) By means of a first gear provided on the first half-shaft, a second gear provided on the second half-shaft, and a fourth synchronizer provided and connected to the first gear or the second gear, the power connected to the first half-shaft can be directly transmitted to the second half-shaft, or the power connected to the first half-shaft can be transmitted to the second half-shaft via the fourth transmission assembly, the second gear, and the fourth synchronizer.

[0028] (8) The fourth transmission assembly includes a planetary gear mechanism, and the sun gear is arranged on the first half-shaft. The ring gear or planet carrier of the planetary mechanism is connected to the second gear, so that the power connected to the first half-shaft is transmitted to the second half-shaft through the sun gear, the ring gear or the planet carrier, and the second gear, so as to realize the ultra-low speed gear mode.

[0029] Another object of the present invention is to propose a drive system, comprising the gearbox 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.

[0030] Furthermore, 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.

[0031] Compared with the prior art, the present invention has the following advantages:

[0032] (1) The drive system of the present invention, by arranging the second control mechanism at the power output end of the engine and controlling the first input shaft and the second input shaft to be selectively connected to the power output end of the engine, can transmit the power of the engine to the first intermediate shaft via 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 first intermediate shaft via the second input shaft. Thus, multiple drive modes such as engine-only drive, motor-only drive, and engine and motor-together drive can be realized, thereby facilitating the realization of multiple different gear modes.

[0033] (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 system. 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 overall vehicle layout.

[0034] At the same time, another object of the present invention is to provide a vehicle equipped with the drive system as described above.

[0035] The vehicle described in the present invention, by assembling the aforementioned drive system, can realize multiple drive modes such as engine-only drive, motor-only drive, and engine and motor-combined drive, and is beneficial to the overall structural layout, making it easy to realize multiple different gear modes while occupying a smaller space. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0037] Figure 1 This is a schematic structural diagram of the gearbox in application state according to the first embodiment of the present invention;

[0038] Figure 2 A schematic diagram of a power transmission route of the transmission according to embodiment 1 of the present invention when the transmission is in the first gear mode when driven by the engine;

[0039] Figure 3 A schematic diagram of a power transmission route of the transmission according to embodiment 1 of the present invention when the transmission is in the second gear mode when driven by the engine;

[0040] Figure 4 A schematic diagram of the power transmission route of the transmission according to the first embodiment of the present invention when the transmission is in the third gear mode when driven by the engine;

[0041] Figure 5 A schematic diagram of the power transmission route of the transmission according to the first embodiment of the present invention when the transmission is in the fourth gear mode when driven by the engine;

[0042] Figure 6 A schematic diagram of the power transmission route of the transmission in the ultra-low speed gear mode when the engine is driving according to the first embodiment of the present invention;

[0043] Figure 7 A schematic diagram of the power transmission route of the transmission in the reverse gear mode when the engine is driving according to the first embodiment of the present invention;

[0044] Figure 8 A schematic diagram of the power transmission route of the gearbox according to the first embodiment of the present invention when the engine and the motor are driving together in the first gear mode;

[0045] Figure 9 A schematic diagram of the power transmission route of the transmission in the second gear mode when the engine and the motor are driving together according to the first embodiment of the present invention;

[0046] Figure 10 A schematic diagram of the 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 third gear mode;

[0047] Figure 11 A schematic diagram of the 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 fourth gear mode;

[0048] Figure 12 A schematic diagram of the power transmission route of the gearbox according to the first embodiment of the present invention when the engine and the motor are driving together in the ultra-low speed gear mode;

[0049] Figure 13 A schematic diagram of a power transmission route of the gearbox according to embodiment 1 of the present invention when the gearbox is in the first gear mode when driven by the motor;

[0050] Figure 14 A schematic diagram of the power transmission route of the gearbox according to the first embodiment of the present invention when the gearbox is in the second gear mode when driven by the motor;

[0051] Figure 15 A schematic diagram of the power transmission route of the gearbox according to the first embodiment of the present invention when the gearbox is in the ultra-low speed gear mode when driven by the motor;

[0052] Figure 16 This is a schematic structural diagram of the gear sleeve of the fourth synchronizer according to the first embodiment of the present invention;

[0053] Figure 17 for Figure 16 A magnified view of part A in FIG;

[0054] Description of reference numerals:

[0055] 1. Second control mechanism; 101. First clutch; 102. Second clutch;

[0056] 2. First input shaft; 201. Third driving wheel; 202. Fourth driving wheel;

[0057] 3. Second input shaft; 301. First driving wheel; 302. Second driving wheel;

[0058] 4. First intermediate shaft; 401. First driven gear; 402. Second driven gear; 403. Third driven gear; 404. Fourth driven gear; 405. First synchronizer; 406. Second synchronizer; 407. Sixth driving gear;

[0059] 5. Third intermediate shaft; 501. Third intermediate wheel;

[0060] 6. Second intermediate shaft; 601. Seventh driving gear; 602. Second intermediate gear; 603. Third synchronizer; 604. Parking gear;

[0061] 7. Output shaft; 701. First half-shaft; 702. Second half-shaft; 7011. Sixth driven gear; 7012. Sun gear; 7013. Planetary gear; 7014. First gear; 7015. Planet carrier; 7016. Second gear; 7021. Fourth synchronizer;

[0062] 801, fifth driving wheel;

[0063] 11. Gear sleeve; 1101. Gear sleeve body; 1102. Internal teeth; 11021. Long teeth; 11022. Short teeth;

[0064] 10. Motor; 20. Engine; 30. Differential. DETAILED DESCRIPTION

[0065] 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.

[0066] 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.

[0067] 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.

[0068] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0069] Example 1

[0070] This embodiment relates to a gearbox, such as Figure 1 As shown, the overall structure mainly includes a motor 10, a first input shaft 2, a first transmission assembly, a second input shaft 3, a second transmission assembly, a first intermediate shaft 4, an output shaft 7, a third transmission assembly, a fourth transmission assembly and a first control mechanism.

[0071] Among them, the first input shaft 2 is connected to the first intermediate shaft 4 through the second transmission assembly, and the motor 10 is connected to the first transmission assembly or the second transmission assembly, so that the power of the motor 10 is transmitted to the second input shaft 3 through the first transmission assembly, and the power received by the second input shaft 3 is transmitted to the first intermediate shaft 4 through the first transmission assembly; or, the power of the motor 10 is input and transmitted to the first input shaft 2 through the second transmission assembly, and the power received by the first input shaft 2 is transmitted to the first intermediate shaft 4 through the second transmission assembly.

[0072] The second input shaft 3 is in transmission connection with the first intermediate shaft 4 via the first transmission assembly, so that the power received by the second input shaft 3 is transmitted to the first intermediate shaft 4 via the first transmission assembly.

[0073] It is worth noting that the first intermediate shaft 4 can directly serve as the output shaft 7 to transmit power. The output shaft 7 of this embodiment, as a preferred embodiment, includes a first half-shaft 701 and a second half-shaft 702. The first half-shaft 701 is drivingly connected to the first intermediate shaft 4. The first half-shaft 701 is provided with a third transmission assembly and a fourth transmission assembly. The second half-shaft 702 is provided with a first control mechanism that selectively connects to the third transmission assembly or the fourth transmission assembly. Furthermore, the second half-shaft 702 is connected to the input shaft of the differential 30.

[0074] As a result, the power received by the first intermediate shaft 4 is transmitted to the first half-shaft 701, and then to the second half-shaft 702 through the third transmission assembly, or to the second half-shaft 702 through the fourth transmission assembly. In this case, the second half-shaft 702 serves as the power output end of the output shaft 7 and can directly transmit power to the differential 30.

[0075] In the present invention, by arranging the third transmission assembly and the fourth transmission assembly on the output shaft 7, each gear of the present invention has one more gear than the traditional transmission gear, thereby increasing the selectivity of the transmission gear and meeting diverse needs.

[0076] Furthermore, as a preferred arrangement, the first half-shaft 701 and the second half-shaft 702 of this embodiment are coaxially arranged, thereby facilitating the arrangement of the transmission assembly, making the present invention more compact in structure and occupying less space in the longitudinal direction.

[0077] To facilitate the transmission connection between the first intermediate shaft 4 and the first half shaft 701, in this embodiment, as a preferred arrangement, a sixth driving wheel 407 is fixedly provided on the first intermediate shaft 4, and a sixth driven wheel 7011 is fixedly provided on the output shaft 7 and preferably on the first half shaft 701. The sixth driving wheel 407 and the sixth driven wheel 7011 are meshed and connected. With this arrangement, the power carried by the first intermediate shaft 4 is transmitted to the first half shaft 701 via the sixth driving wheel 407 and the sixth driven wheel 7011.

[0078] The aforementioned first transmission assembly is used to transmit power from the second input shaft 3 to the first intermediate shaft 4. As a preferred and feasible embodiment, the first transmission assembly includes a first driving gear 301 and a second driving gear 302 fixed to the second input shaft 3, a first driven gear 401 and a second driven gear 402 loosely mounted on the first intermediate shaft 4, and a first synchronizer 405 fixed to the first intermediate shaft 4. The first driving gear 301 and the first driven gear 401 are drivingly connected, while the second driving gear 302 and the second driven gear 402 are drivingly connected. The first synchronizer 405 is configured to selectively connect to either the first driven gear 401 or the second driven gear 402. Thus, power from the second input shaft 3 is transmitted to the first intermediate shaft 4 via the first driven gear 401 or to the first intermediate shaft 4 via the second driven gear 402.

[0079] It is worth noting that the first transmission assembly of this embodiment is arranged close to the power input end of the engine 20, which is conducive to a more compact structural arrangement and also reduces the number of gear sets through which power is transmitted, thereby improving transmission efficiency.

[0080] The aforementioned second transmission assembly is used to transmit power from the first input shaft 2 to the first intermediate shaft 4. As a preferred, feasible embodiment, the second transmission assembly includes a third driving gear 201 and a fourth driving gear 202 fixed to the first input shaft 2, a third driven gear 403 and a fourth driven gear 404 loosely mounted on the first intermediate shaft 4, and a second synchronizer 406 fixed to the first intermediate shaft 4. The third driving gear 201 is drivingly connected to the third driven gear 403, while the fourth driving gear 202 is drivingly connected to the fourth driven gear 404. The second synchronizer 406 is configured to selectively connect to either the third driven gear 403 or the fourth driven gear 404. Thus, power from the first input shaft 2 is transmitted to the first intermediate shaft 4 via the third driven gear 403 or to the first intermediate shaft 4 via the fourth driven gear 404.

[0081] The aforementioned third transmission assembly, as a preferred and feasible embodiment, includes a first gear 7014 fixed to the first axle shaft 701. This gear is in transmission connection with the first control mechanism, facilitating the transmission of power from the first axle shaft 701 to the second axle shaft 702 via the first gear 7014 and the first control mechanism. Furthermore, a second gear 7016 is loosely mounted on the second axle shaft 702, which is in transmission connection with the fourth transmission assembly. The first control mechanism includes a fourth synchronizer 7021 for connecting to the first gear 7014 or the second gear 7016. The connection between the fourth synchronizer 7021 and the first gear 7014 or the second gear 7016 facilitates the transmission of power from the first axle shaft 701 to the second axle shaft 702 via the first gear 7014 and the fourth synchronizer 7021, or vice versa. The power from the first axle shaft 701 to the second axle shaft 702 is transmitted via the first gear 7014, the fourth transmission assembly, the second gear 7016, and the fourth synchronizer 7021.

[0082] In addition, the aforementioned fourth transmission assembly, as a preferred feasible embodiment, includes a planetary gear mechanism, which mainly includes a sun gear 7012, a ring gear, and planetary gears 7013 respectively connected to the sun gear 7012 and the ring gear, wherein the sun gear 7012 is arranged on the first half shaft 701, and the ring gear is fixed to the housing of the gearbox. At this time, the fourth synchronizer 7021 selectively connects the planetary carrier 7015 of the planetary gear 7013.

[0083] The gear sleeve 11 of the fourth synchronizer 7021 in this embodiment can be as follows Figure 16 and Figure 17 As shown, it mainly includes a ring-shaped gear sleeve body 1101, 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.

[0084] The inner teeth 1102 include long teeth 11021 and short teeth 11022, and in the axial direction of the gear sleeve body 1101, at least one end of the long teeth 11021 protrudes outside the gear sleeve body 1101, that is, the length of the long teeth 11021 in the axial direction of the gear sleeve body 1101 is greater than the width of the gear sleeve body 1101, which makes the present invention more convenient and quick when shifting gears, saving shifting time.

[0085] It should be noted that if the planetary gear mechanism's carrier 7015 is fixed to the transmission housing, the second gear 7016 can be connected to the ring gear, and the fourth synchronizer 7021 can be selectively connected to the ring gear. This arrangement facilitates the selective connection of the first control mechanism to the planetary gear mechanism.

[0086] In addition, as a preferred arrangement of this embodiment, the gearbox of this embodiment further includes a second intermediate shaft 6 and a fifth transmission assembly, wherein the second intermediate shaft 6 is selectively connected to the first transmission assembly via the fifth transmission assembly, and the second intermediate shaft 6 is transmission-connected to the first half shaft 701, thereby enabling the power received by the second input shaft 3 or the first intermediate shaft 4 to be transmitted to the second intermediate shaft 6 via the first transmission assembly and the fifth transmission assembly, while the power received by the second intermediate shaft 6 can continue to be transmitted to the first half shaft 701.

[0087] The present invention sets the fourth transmission component as a planetary gear mechanism, so that each gear of the present invention has an additional ultra-low speed gear, so that the vehicle with the present invention has multiple ultra-low speed gears, even if the vehicle output torque has multiple selection ranges, increasing the playability of the vehicle.

[0088] The fifth transmission assembly of this embodiment, as a preferred and feasible implementation, includes a second intermediate gear 602 loosely mounted on the second intermediate shaft 6, and a third synchronizer 603 fixed to the second intermediate shaft 6. The second intermediate gear 602 is drivingly connected to the first transmission assembly, and the third synchronizer 603 is configured to selectively connect to the second intermediate gear 602. This facilitates the transmission of power from the first transmission assembly to the second intermediate shaft 6 via the second intermediate gear 602 and the third synchronizer 603.

[0089] In this embodiment, the second intermediate gear 602 is drivingly connected to the first driven gear 401 or the second driven gear 402. This facilitates the transmission of power from the second input shaft 3 to the second intermediate shaft 6 via the first driving gear 301, the first driven gear 401, and the second intermediate gear 602. Alternatively, the transmission of power from the second input shaft 3 to the second intermediate shaft 6 can be facilitated via the second driving gear 302, the second driven gear 402, and the second intermediate gear 602.

[0090] Furthermore, in this embodiment, a seventh driving wheel 601 is fixedly mounted on the second intermediate shaft 6 and is drivingly connected to the aforementioned sixth driven wheel 7011. This facilitates transmission of power from the second intermediate shaft 6 to the output shaft 7 via the seventh driving wheel 601 and the sixth driven wheel 7011. Furthermore, a parking gear 604 is also mounted on the second intermediate shaft 6 in this embodiment, facilitating layout and improving parking reliability, thereby enhancing the performance of the transmission.

[0091] In addition, as a preferred arrangement of this embodiment, the gearbox of this embodiment further includes a third intermediate shaft 5, on which a third intermediate gear 501 is fixedly mounted. A fifth driving gear 801 is fixedly mounted on the power output shaft of the motor 10. The third intermediate gear 501 is drivingly connected to the fifth driving gear 801 and the third driving gear 201 or the fourth driving gear 202 in the second transmission assembly. Thus, the power of the motor 10 is transmitted to the first input shaft 2 via the fifth driving gear 801, the third intermediate gear 501, and the third driving gear 201, or to the first input shaft 2 via the fifth driving gear 801, the third intermediate gear 501, and the fourth driving gear 202. Furthermore, the third intermediate shaft 5 in this structure can vary the transmission ratio, improving meshing efficiency and thus enhancing the smoothness of power transmission.

[0092] In the above embodiment, the connection between the motor 10 and the second transmission assembly is used as an example for explanation. In addition, the motor 10 can of course also be connected to the first transmission assembly. For example, the aforementioned third intermediate wheel 501 can be engaged and connected with the first driving wheel 301 or the second driving wheel 302 to transmit the power of the motor 10 to the second input shaft 3.

[0093] By optimizing the gear arrangement of each transmission component, the transmission of this embodiment not only achieves a compact structure, reducing its overall length and weight, but also enables a variety of different gear modes. Furthermore, the transmission utilizes a non-wound gear structure, directly outputting power through the gears. This also reduces the number of gear sets required for power transmission, thereby improving transmission efficiency and stability.

[0094] At the same time, this embodiment also relates to a drive system, which includes the above-mentioned gearbox, 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 control mechanism is used to control the first input shaft 2 and the second input shaft 3 to be selectively connected to the power output end of the engine 20, so that the power of the engine 20 is transmitted to the output shaft 7 via the first input shaft 2 or the second input shaft 3.

[0095] 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 .

[0096] 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.

[0097] The drive system of this embodiment has three drive modes, including an engine 20 drive mode alone, an engine 20 and motor 10 drive mode together, and a motor 10 drive mode alone. In addition, each drive mode has a variety of different gear modes, which can be specifically described below.

[0098] In the engine 20 single-drive mode, the gearbox has six gears, and the gear modes are as follows:

[0099] 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, the first synchronizer 405 is engaged with the first driven wheel 401, and the fourth synchronizer 7021 is engaged with the first gear 7014. This gear mode can be used as the first gear of the transmission.

[0100] 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 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0101] 2) When the engine 20 is driven, the power transmission route of the transmission 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, the second synchronizer 406 is coupled with the third driven wheel 403, and the fourth synchronizer 7021 is coupled with the first gear 7014. This gear mode can be used as the second gear of the transmission.

[0102] 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 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0103] 3) When the engine 20 is driven, the power transmission route of the transmission 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, the first synchronizer 405 is combined with the second driven wheel 402, and the fourth synchronizer 7021 is combined with the first gear 7014. This gear mode can be used as the third gear of the transmission.

[0104] 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 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0105] 4) When the engine 20 is driven, the power transmission route of the transmission 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, the second synchronizer 406 is coupled with the fourth driven wheel 404, and the fourth synchronizer 7021 is coupled with the first gear 7014. This gear mode can be used as the fourth gear of the transmission.

[0106] 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 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0107] 5) When the engine 20 is driving, the power transmission route of the transmission in the ultra-low speed gear mode can be as follows Figure 6 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the first synchronizer 405 is engaged with the first driven gear 401 , and the fourth synchronizer 7021 is engaged with the second gear 7016 .

[0108] At this time, the power transmission route is: engine 20 → second clutch 102 → second input shaft 3 → first driving gear 301 → first driven gear 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving gear 407 → sixth driven gear 7011 → first half shaft 701 → sun gear 7012 → planetary gear 7013 → planetary carrier 7015 → second gear 7016 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0109] 6) When the engine 20 is driving, the power transmission route of the gearbox in the reverse gear mode can be as follows Figure 7 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the third synchronizer 603 is engaged with the second intermediate gear 602 , and the fourth synchronizer 7021 is engaged with the first gear 7014 .

[0110] 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 → second intermediate wheel 602 → third synchronizer 603 → second intermediate shaft 6 → seventh driving wheel 601 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0111] In the combined driving mode of the engine 20 and the motor 10, the gearbox has five gears, and the gear modes are as follows:

[0112] 1) When the engine 20 and the motor 10 are driven together, the power transmission route of the transmission in the first gear mode can be as follows Figure 8 As shown, the first clutch 101 is disconnected, the second clutch 102 is engaged, the first synchronizer 405 is engaged with the first driven gear 401 , the second synchronizer 406 is engaged with the third driven gear 403 , and the fourth synchronizer 7021 is engaged with the first gear 7014 .

[0113] At this time, the power transmission route of the engine 20 is: engine 20 → second clutch 102 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0114] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0115] 2) When the engine 20 and the motor 10 are driven together, the power transmission route of the transmission in the second gear mode can be as follows: Figure 9 As shown, the first clutch 101 is engaged, the second clutch 102 is disengaged, the second synchronizer 406 is engaged with the third driven gear 403 , and the fourth synchronizer 7021 is engaged with the first gear 7014 .

[0116] At this time, the power transmission route of the engine 20 is: engine 20 → first clutch 101 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0117] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0118] 3) When the engine 20 and the motor 10 are driven together, the power transmission route of the gearbox in the third gear mode can be as follows: Figure 10 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the first synchronizer 405 is combined with the second driven wheel 402, and the fourth synchronizer 7021 is combined with the first gear 7014. It should be noted here that the implementation of this gear mode can be coordinated with the power transmission route of the engine 20 by adjusting the speed of the motor 10.

[0119] 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 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0120] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0121] 4) When the engine 20 and the motor 10 are driven together, the power transmission route of the transmission in the fourth gear mode can be as follows Figure 11 As shown, the first clutch 101 is engaged, the second clutch 102 is disengaged, the second synchronizer 406 is combined with the fourth driven wheel 404, and the fourth synchronizer 7021 is combined with the first gear 7014. It should be noted here that the implementation of this gear mode can be coordinated with the power transmission route of the engine 20 by adjusting the speed of the motor 10.

[0122] At this time, the power transmission route of the engine 20 is: engine 20 → first clutch 101 → first input shaft 2 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0123] The power transmission route of the motor 10 is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0124] 5) When the engine 20 and the motor 10 are driven together, the power transmission route of the transmission in the ultra-low speed gear mode can be as follows Figure 12 As shown, the first clutch 101 is disengaged, the second clutch 102 is engaged, the first synchronizer 405 is engaged with the first driven gear 401 , the second synchronizer 406 is engaged with the third driven gear 403 , and the fourth synchronizer 7021 is engaged with the second gear 7016 .

[0125] At this time, 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 → first intermediate shaft 4 → sixth driving gear 407 → sixth driven gear 7011 → first half shaft 701 → sun gear 7012 → planetary gear 7013 → planetary carrier 7015 → second gear 7016 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0126] The power transmission route of the motor 10 is: motor 10 → fifth driving gear 801 → third intermediate gear 501 → fourth driving gear 202 → first input shaft 2 → third driving gear 201 → third driven gear 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving gear 407 → sixth driven gear 7011 → first half shaft 701 → sun gear 7012 → planetary gear 7013 → planetary carrier 7015 → second gear 7016 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0127] In the motor 10 single drive mode, the gearbox has three gears, and the gear modes are as follows:

[0128] 1) When the motor 10 is driven alone, the power transmission route of the gearbox in the first gear mode can be as follows Figure 13As shown, the first clutch 101 is disconnected, the second clutch 102 is disconnected, the second synchronizer 406 is engaged with the third driven gear 403 , and the fourth synchronizer 7021 is engaged with the first gear 7014 .

[0129] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0130] 2) When the motor 10 is driven alone, the power transmission route of the gearbox in the second 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 fourth driven gear 404 , and the fourth synchronizer 7021 is engaged with the first gear 7014 .

[0131] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → first gear 7014 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0132] 3) When the motor 10 is driven alone, the power transmission route of the gearbox in the ultra-low speed gear mode can be as follows Figure 15 As shown, the first clutch 101 is disconnected, the second clutch 102 is disconnected, the second synchronizer 406 is engaged with the third driven gear 403 , and the fourth synchronizer 7021 is engaged with the second gear 7016 .

[0133] At this time, the power transmission route is: motor 10 → fifth driving wheel 801 → third intermediate wheel 501 → fourth driving wheel 202 → first input shaft 2 → third driving wheel 201 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7011 → first half shaft 701 → sun gear 7012 → planetary gear 7013 → planetary carrier 7015 → second gear 7016 → fourth synchronizer 7021 → second half shaft 702 → differential 30.

[0134] It should be noted that, in the various gear modes given above, in the engine 20 drive mode, the ultra-low speed gear corresponds to the first gear. The difference between the ultra-low speed gear and the first gear is that the first gear is transmitted to the differential 30 via the first gear 7014, the second synchronizer 7021, and the second half-shaft 702 after the power is transmitted to the first half-shaft 701, while the ultra-low speed gear is transmitted to the differential 30 via the planetary gear mechanism and the second gear 7016, the fourth synchronizer 7021, and the second half-shaft 702 after the power is transmitted to the first half-shaft 701.

[0135] However, in addition to the two gear modes mentioned above, the other gear modes also have their own corresponding ultra-low speed gears. The only difference is that after the power is transmitted to the first half-shaft 701, the power is not transmitted to the differential 30 through the first gear 7014, the second synchronizer 7021, and the second half-shaft 702. Instead, similar to the ultra-low speed gear mentioned above, after the power is transmitted to the first half-shaft 701, the power is transmitted to the differential 30 through the planetary gear mechanism, the second gear 7016, the fourth synchronizer 7021, and the second half-shaft 702. 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.

[0136] The drive system 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 transmit the power of the engine 20 to the output shaft 7 via the first input shaft 2 or the second input shaft 3, and the motor 10 is connected to the second transmission assembly, so that the power of the motor 10 can be transmitted to the output shaft 7 via the first input shaft 2. In this way, multiple drive 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.

[0137] Example 2

[0138] This embodiment relates to a vehicle equipped with the drive system of embodiment 1. The vehicle of this embodiment, by applying the drive system of embodiment 1, has the same beneficial effects as the drive system of the prior art, and will not be described in detail here.

[0139] 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 gearbox, characterized in that: It comprises a motor (10), a first input shaft (2), a first transmission assembly, a second input shaft (3), a second transmission assembly, a first intermediate shaft (4), an output shaft (7), a third transmission assembly, a fourth transmission assembly and a first control mechanism; The motor (10) is connected to the first transmission assembly or the second transmission assembly, and the power of the motor (10) is transmitted to the second input shaft (3) through the first transmission assembly, or the power of the motor (10) is transmitted to the first input shaft (2) through the second transmission assembly; The first input shaft (2) and the second input shaft (3) are coaxially arranged, and the first input shaft (2) passes through the second input shaft (3); The first input shaft (2) is in transmission connection with the first intermediate shaft (4) through the second transmission assembly, and the second input shaft (3) is in transmission connection with the first intermediate shaft (4) through the first transmission assembly; The output shaft (7) comprises a first half shaft (701) and a second half shaft (702); The first half shaft (701) is in transmission connection with the first intermediate shaft (4), and the first half shaft (701) is provided with the third transmission assembly and the fourth transmission assembly; The second half shaft (702) 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 (7014) provided on the first half-shaft (701); a second gear (7016) is provided on the second half-shaft (702), and the second gear (7016) is in transmission connection with the fourth transmission assembly; the first control mechanism includes a fourth synchronizer (7021) for connecting the first gear (7014) or the second gear (7016); The fourth transmission assembly includes a planetary gear mechanism; the sun gear (7012) of the planetary gear mechanism is arranged on the first half-shaft (701); the ring gear or planet carrier (7015) of the planetary gear mechanism is connected to the second gear (7016); the first half-shaft (701) and the second half-shaft (702) are coaxially arranged.

2. The gearbox according to claim 1, characterized in that: Also includes a second intermediate shaft (6) and a fifth transmission assembly; The second intermediate shaft (6) is selectively connected to the first transmission assembly via the fifth transmission assembly; The second intermediate shaft (6) and the first half shaft (701) are transmission-connected.

3. The gearbox according to claim 2, characterized in that: The fifth transmission assembly comprises a second intermediate wheel (602) loosely mounted on the second intermediate shaft (6), and a third synchronizer (603) provided on the second intermediate shaft (6); The third synchronizer (603) is used to selectively connect to the second intermediate wheel (602); The second intermediate wheel (602) is in transmission connection with the first transmission assembly.

4. The gearbox according to claim 3, characterized in that: 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 first intermediate shaft (4); The first driving wheel (301) and the first driven wheel (401) are connected in a transmission manner, and the second driving wheel (302) and the second driven wheel (402) are connected in a transmission manner; The first synchronizer (405) is used to selectively connect the first driven wheel (401) or the second driven wheel (402); The second intermediate wheel (602) is drivingly connected to the first driven wheel (401) or the second driven wheel (402).

5. The gearbox according to claim 2, characterized in that: 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 first intermediate shaft (4); The third driving wheel (201) and the third driven wheel (403) are connected in a transmission manner, and the fourth driving wheel (202) and the fourth driven wheel (404) are connected in a transmission manner; The second synchronizer (406) is used to selectively connect the third driven wheel (403) or the fourth driven wheel (404).

6. The gearbox according to claim 2, characterized in that: The second intermediate shaft (6) is provided with a parking gear (604); and / or, A sixth driving wheel (407) is provided on the first intermediate shaft (4); The output shaft (7) is provided with a sixth driven wheel (7011); A seventh driving wheel (601) is provided on the second intermediate shaft (6); The sixth driven wheel (7011) is respectively connected in transmission with the sixth driving wheel (407) and the seventh driving wheel (601).

7. A drive system, characterized in that: The gearbox according to any one of claims 1 to 6, 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).

8. The drive system according to claim 7, 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).

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

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