Transmission and vehicle drive system

Abstract

The present invention provides a transmission and vehicle drive system, wherein a motor of the transmission is transmission-connected to a second transmission assembly or a first transmission assembly; a first input shaft is transmission-connected to a first intermediate shaft via the second transmission assembly, and a second input shaft is transmission-connected to the first intermediate shaft via the first transmission assembly; a second intermediate shaft is transmission-connected to the first transmission assembly via a third transmission assembly, and a second intermediate shaft is transmission-connected to the second transmission assembly via a fourth transmission assembly; a first half-shaft of the output shaft is provided with a fifth transmission assembly and a planetary gear mechanism, and a second half-shaft of the output shaft is provided with a first control mechanism, which selectively connects to the fifth transmission assembly or the planetary gear mechanism. The transmission of the present invention, through the arrangement of the transmission assemblies and the planetary gear mechanism, facilitates the realization of various gear modes, such as a normal gear mode, an ultra-low speed gear mode, and a reverse gear mode, thereby improving transmission performance and shortening the transmission length for easier vehicle layout.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle parts, and in particular to a gearbox and a vehicle drive system using the gearbox. 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] Hybrid technology offers the advantages of reducing emissions and fuel consumption while improving vehicle performance, making it a key trend in automotive development. In hybrid technology, engine power is directly used to propel the vehicle, eliminating energy conversion, minimizing energy losses, and simplifying the structure. The motor can function as both a motor and a generator, allowing for the use of lower-power motors, resulting in a simpler structure and lower costs.

[0004] However, existing hybrid transmissions have limited achievable performance. For example, they generally only include engine-only control mode or motor-only control mode, with limited available gear modes, which cannot meet the demand for transmissions with multiple gear performance. Summary of the Invention

[0005] In view of this, the present invention aims to provide a gearbox to improve its performance.

[0006] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0007] A gearbox 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, a fifth transmission assembly, a planetary gear mechanism, a first intermediate shaft, a second intermediate shaft, a first control mechanism, and an output shaft;

[0008] The motor is in transmission connection with the second transmission assembly or the first transmission assembly;

[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 second intermediate shaft is selectively connected to the first transmission assembly via the third transmission assembly, and the second intermediate shaft is connected to the second transmission assembly via the fourth transmission assembly;

[0011] The output shaft includes a first half shaft and a second half shaft;

[0012] The first half shaft is provided with the fifth transmission assembly and the planetary gear mechanism, and is in transmission connection with the first intermediate shaft;

[0013] The second half-shaft is provided with the first control mechanism, which is selectively connected to the fifth transmission assembly or the planetary gear mechanism.

[0014] Furthermore, the third transmission assembly includes a fifth driven 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 the fifth driven wheel; the fifth driven wheel is transmission-connected to the first transmission assembly; the fourth transmission assembly includes a second intermediate wheel provided on the second intermediate shaft; the second intermediate wheel is transmission-connected to the second 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 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 driving wheel or the second driving wheel.

[0016] Furthermore, it also includes a third intermediate shaft, a third intermediate wheel provided on the third intermediate shaft, and a fifth driving wheel provided on the power output shaft of the motor; the third intermediate wheel is transmission-connected to the fifth driving wheel, and the third intermediate wheel is transmission-connected to the first driving wheel or the second driving wheel.

[0017] 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 is transmission-connected to the third driven wheel, and the fourth driving wheel is transmission-connected to the fourth driven wheel; the second synchronizer is used to selectively connect to the third driven wheel or the fourth driven wheel; the second intermediate wheel is transmission-connected to the third driven wheel or the fourth driven wheel.

[0018] Furthermore, the first intermediate shaft is provided with a parking gear; and / or the first input shaft is inserted into the second input shaft.

[0019] Furthermore, a sixth driving wheel is provided on the first intermediate shaft; a sixth driven wheel is provided on the first half shaft; and the sixth driving wheel is drivingly connected to the sixth driven wheel.

[0020] Furthermore, the fifth 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 planetary gear mechanism; the first control mechanism includes a fourth synchronizer for connecting the first gear or the second gear.

[0021] Furthermore, the sun gear of the planetary gear mechanism is provided on the first half-shaft; the ring gear or the planet carrier of the planetary gear mechanism is connected to the second gear; and the first half-shaft and the second half-shaft are coaxially arranged.

[0022] Compared with the prior art, the present invention has the following advantages:

[0023] (1) The gearbox of the present invention can realize that the power connected to the first input shaft is transmitted to the first intermediate shaft through the second transmission assembly, and the power connected to the second input shaft is transmitted to the first intermediate shaft through the first transmission assembly, and the first intermediate shaft transmits the power received to the first half shaft. The first half shaft is controlled by the first control mechanism and selectively transmits the power received to the second half shaft through the fifth transmission assembly or the planetary gear mechanism, which is conducive to realizing an ultra-low speed gear mode and realizing a variety of different gear modes. At the same time, the second intermediate shaft is selectively connected to the first transmission assembly through the third transmission assembly and connected to the second transmission assembly through the fourth transmission assembly, which is conducive to realizing the reverse gear mode of the gearbox, thereby improving the performance of the gearbox. In addition, the arrangement of the various transmission assemblies as above also makes the gearbox shorter in length, which is convenient for the overall vehicle layout.

[0024] (2) By providing the third synchronizer, the fifth driven gear, and the first transmission assembly, the power connected to the second input shaft can be transmitted to the second intermediate shaft. Furthermore, by connecting the second intermediate gear to the second transmission assembly, the power connected to the second intermediate shaft can be transmitted to the first intermediate shaft, thereby facilitating the realization of a reverse gear mode.

[0025] (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, and can selectively connect the first driven wheel or the second driven wheel through the first synchronizer to realize the transmission of power from the second input shaft to the first intermediate shaft, which is convenient for layout and facilitates gear shifting and vehicle speed adjustment.

[0026] (4) The power output by the motor can be transmitted to the first driving wheel or the second driving wheel through the fifth driving wheel and the third intermediate wheel, thereby transmitting the power to the second input shaft.

[0027] (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.

[0028] (6) The parking gear on the first intermediate shaft facilitates the parking function; and the first input shaft is placed through the second input shaft, which makes the overall structure simpler and more compact, and is beneficial to the layout of the entire vehicle.

[0029] (7) A sixth driving wheel is provided on the first intermediate shaft, and a sixth driven wheel connected to the sixth driving wheel is provided on the first half shaft, so that the power of the first intermediate shaft can be transmitted to the first half shaft through the sixth driving wheel and the sixth driven wheel, and the overall structural layout of the gearbox is facilitated.

[0030] (8) Through the connection between the fourth synchronizer and the first gear or the second gear, the force transmission path between the first half-shaft and the second half-shaft can be controlled, thereby realizing the switching of the ultra-low speed gear mode, and having good flexibility in use.

[0031] (9) The sun gear of the planetary gear mechanism is mounted on the first axle, and the second gear is connected to the planetary carrier or ring gear of the planetary gear mechanism. This allows the power of the first axle to be transmitted to the second axle via the sun gear, planetary gear, or ring gear, or the power of the first axle to be transmitted to the second axle via the first gear and the fourth synchronizer, thereby improving the performance of the transmission. At the same time, the first axle and the second axle are coaxially arranged to improve their layout and reduce space occupation.

[0032] Another object of the present invention is to provide a vehicle drive system, comprising the gearbox as described above, and also comprising an engine and a second control mechanism;

[0033] The second control mechanism is provided at the power output end of the engine, and is used to control the first input shaft and the second input shaft to be selectively connected to the power output end of the engine.

[0034] 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.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] (1) The vehicle drive system of the present invention can realize the connection between the engine output end and the first input shaft or the second input shaft by arranging the second control mechanism at the power output end of the engine, thereby facilitating the realization of a variety of different gear modes.

[0037] (2) The second control mechanism uses a first clutch and a second clutch, both of which can use existing standard parts, thereby reducing the overall cost of the vehicle drive system. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] 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:

[0039] Figure 1 This is a schematic structural diagram of the gearbox in application state according to the first embodiment of the present invention;

[0040] 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;

[0041] 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;

[0042] 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;

[0043] 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;

[0044] Figure 6 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 reverse gear mode when driven by the engine;

[0045] Figure 7 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;

[0046] 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;

[0047] 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;

[0048] 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;

[0049] Figure 11 A schematic diagram of the power transmission route of the transmission according to an embodiment of the present invention when the engine and the motor are driving together in the fourth gear mode;

[0050] Figure 12 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 and the transmission is in the reverse gear mode;

[0051] Figure 13 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;

[0052] Figure 14 This is a schematic diagram of the power transmission route of the gearbox in the first gear when driven by the motor according to the first embodiment of the present invention;

[0053] Figure 15 This is a schematic diagram of the power transmission route of the gearbox in the second gear position when driven by the motor according to the first embodiment of the present invention;

[0054] Figure 16 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 reverse gear mode when driven by the motor;

[0055] Figure 17 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;

[0056] Figure 18 This is a partial structural diagram of the oil baffle assembly according to the second embodiment of the present invention;

[0057] Figure 19 This is a schematic diagram of the installation structure of the oil baffle assembly described in Example 2 of the present invention on the gearbox.

[0058] Description of reference numerals:

[0059] 1. First input shaft; 2. Second input shaft; 3. First intermediate shaft; 4. Second intermediate shaft; 5. Output shaft; 6. Differential; 7. Engine; 8. Motor; 9. Third intermediate shaft; 10. Second control mechanism;

[0060] 101, third driving wheel; 102, fourth driving wheel;

[0061] 201, first driving wheel; 202, second driving wheel;

[0062] 301, first driven wheel; 302, second driven wheel; 303, first synchronizer; 304, third driven wheel; 305, fourth driven wheel; 306, second synchronizer; 307, parking gear; 308, sixth driving wheel;

[0063] 401, second intermediate gear; 402, fifth driven gear; 403, third synchronizer;

[0064] 501, first half-shaft; 502, second half-shaft; 503, sun gear; 504, ring gear; 505, planet carrier; 506, first gear; 507, sixth driven gear; 508, second gear; 509, fourth synchronizer; 510, planet gear;

[0065] 701, the power output end of the engine;

[0066] 801. Power output shaft of the motor; 802. Fifth driving wheel;

[0067] 901, third intermediate wheel;

[0068] 1001, second clutch; 1002, first clutch; 11, oil shield; 20, first component; 122, oil leakage hole; 41, transmission case. DETAILED DESCRIPTION

[0069] 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.

[0070] 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.

[0071] 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.

[0072] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0073] Example 1

[0074] This embodiment relates to a gearbox, such as Figure 1 As shown, the overall structure of the gearbox mainly includes a motor 8, a first input shaft 1, a second input shaft 2, a first transmission assembly, a second transmission assembly, a first intermediate shaft 3, a third transmission assembly, a fourth transmission assembly, a fifth transmission assembly, a planetary gear mechanism, a first intermediate shaft 3, a second intermediate shaft 4, a first control mechanism and an output shaft 5.

[0075] Motor 8 is in driving connection with either the second transmission assembly or the first transmission assembly. First input shaft 1 is in driving connection with first intermediate shaft 3 via the second transmission assembly, and second input shaft 2 is in driving connection with first intermediate shaft 3 via the first transmission assembly. Second intermediate shaft 4 is selectively connected to the first transmission assembly via a third transmission assembly, and second intermediate shaft 4 is connected to the second transmission assembly via a fourth transmission assembly.

[0076] This allows power from the first input shaft 1 to be transmitted to the first intermediate shaft 3 via the second transmission assembly. Power from the second input shaft 2 is then transmitted to the first intermediate shaft 3 via the first transmission assembly. The first intermediate shaft 3 then transmits its power to the first axle 501. Controlled by the first control mechanism, the first axle 501 selectively transmits its power to the second axle 502 via either the fifth or sixth transmission assembly. Simultaneously, the second intermediate shaft 4 selectively connects to the first transmission assembly via the third transmission assembly and to the second transmission assembly via the fourth transmission assembly, facilitating the transmission's reverse gear mode.

[0077] As a preferred embodiment, the first input shaft 1 is inserted into the second input shaft 2, and the first input shaft 1 and the second input shaft 2 are rotatable relative to each other. This helps improve the structural integration of the input shafts and reduces the space occupied by the gearbox.

[0078] To enhance transmission performance, the output shaft 5 comprises a first axle shaft 501 and a second axle shaft 502. The first axle shaft 501 is equipped with a fifth transmission assembly and a planetary gear mechanism, and is in driving connection with the first intermediate shaft 3. The second axle shaft 502 is equipped with a first control mechanism that selectively connects to the fifth transmission assembly or the planetary gear mechanism. This ensures that power from the first intermediate shaft 3 is transmitted to the first axle shaft 501, where it can then be transferred to the second axle shaft 502 via the third transmission assembly or the fourth transmission assembly, and then output through the second axle shaft 502.

[0079] As a preferred embodiment, the third transmission assembly in this embodiment includes a fifth driven gear 402, loosely mounted on the second intermediate shaft 4, and a third synchronizer 403 fixed to the second intermediate shaft 4. The third synchronizer 403 is configured to selectively connect to the fifth driven gear 402, which is in driving connection with the first transmission assembly. The fourth transmission assembly includes a second intermediate gear 401 fixed to the second intermediate shaft 4, which is in driving connection with the second transmission assembly. By connecting the fifth driven gear 402 to the first transmission assembly and the second intermediate gear 401 to the second transmission assembly, the present invention improves drivability and meets the needs of various customers.

[0080] In this way, the power from the second input shaft 2 can be transmitted to the second intermediate shaft 4 through the third synchronizer 403, the fifth driven gear 402, and the first transmission assembly. Furthermore, the power from the second intermediate shaft 4 can be transmitted to the first intermediate shaft 3 through the second intermediate gear 401 connected to the transmission of the second transmission assembly, thereby facilitating the realization of the reverse gear mode.

[0081] The aforementioned first transmission assembly is primarily used to transmit power from the second input shaft 2 to the first intermediate shaft 3. As a preferred embodiment, the first transmission assembly includes a first driving wheel 201 and a second driving wheel 202 fixed to the second input shaft 2, a first driven wheel 301 and a second driven wheel 302 loosely mounted on the first intermediate shaft 3, and a first synchronizer 303 disposed on the first intermediate shaft 3. The first driving wheel 201 and the first driven wheel 301 are meshed and connected, and the second driving wheel 202 and the second driven wheel 302 are meshed and connected. The first synchronizer 303 is configured to selectively connect to either the first driven wheel 301 or the second driven wheel 302. The aforementioned fifth driven wheel 402 is transmission-connected to either the first driving wheel 201 or the second driving wheel 202, thereby achieving transmission connection between the third transmission assembly and the first transmission assembly.

[0082] The aforementioned second transmission assembly is primarily used to transmit power from the first input shaft 1 to the first intermediate shaft 3. As a preferred embodiment, the second transmission assembly includes a third driving gear 101 and a fourth driving gear 102 fixed to the first input shaft 1, a third driven gear 304 and a fourth driven gear 305 loosely mounted on the first intermediate shaft 3, and a second synchronizer 306 mounted on the first intermediate shaft 3. The third driving gear 101 is meshedly connected to the third driven gear 304, and the fourth driving gear 102 is meshedly connected to the fourth driven gear 305. The second synchronizer 306 selectively connects to either the third driven gear 304 or the fourth driven gear 305. The second intermediate gear 401 is in driving connection with either the third driven gear 304 or the fourth driven gear 305.

[0083] As a preferred embodiment, the transmission in this embodiment further includes a third intermediate shaft 9, a third intermediate wheel 901 fixedly mounted on the third intermediate shaft 9, and a fifth driving wheel 802 fixedly mounted on the power output shaft 801 of the motor. The third intermediate wheel 901 is meshedly connected to the fifth driving wheel 802, which is in turn meshedly connected to the first driving wheel 201. The first driving wheel 201 is the gear wheel for the first gear mode, i.e., the motor 8 is positioned above the first driving wheel 201. This helps reduce the length and weight of the transmission, thereby reducing the overall vehicle cost while providing six driving gears.

[0084] In other embodiments, the third intermediate gear 901 can also mesh with the third driving gear 101, the second driving gear 202, or the fourth driving gear 102. This allows the motor 8 to be in transmission connection with the second transmission assembly. This allows for more installation locations for the motor 8 and improves the space available for the vehicle's transmission. Here, the power output by the motor 8 is transmitted via the fifth driving gear 802 and the third intermediate gear 901 to the first driving gear 201 or the second driving gear 202, thereby transmitting the power to the second input shaft 2.

[0085] To facilitate transmission of power from the first intermediate shaft 3 to the output shaft 5, a preferred embodiment includes a sixth driving wheel 308 on the first intermediate shaft 3 and a sixth driven wheel 507 on the first axle shaft 501. The sixth driving wheel 308 is drivingly connected to the sixth driven wheel 507. A parking gear 307 is also fixed to the first intermediate shaft 3. Preferably, the parking gear 307 and the sixth driving wheel 308 are disposed at either end of the first intermediate shaft 3, facilitating overall arrangement.

[0086] It should be noted that, in this embodiment, the sixth driving wheel 308 and the sixth driven wheel 507 may of course not be provided, and the first half shaft 501 may be directly connected to the first intermediate shaft 3, or the first half shaft 501 and the first intermediate shaft 3 may adopt an integrated structure. However, this may result in a larger space occupied by the gearbox in the length direction.

[0087] As a preferred embodiment, the aforementioned fifth transmission assembly includes a first gear 506 fixed on the first half shaft 501, a second gear 508 is loosely sleeved on the second half shaft 502, and the second gear 508 is transmission-connected to the planetary gear mechanism. The first control mechanism includes a fourth synchronizer 509 for connecting the first gear 506 or the second gear 508, and the fourth synchronizer 509 is arranged on the second half shaft 502.

[0088] As a preferred embodiment, the aforementioned six-speed transmission assembly includes a planetary gear mechanism, which primarily comprises a sun gear 503, planetary gears 510, a ring gear 504, and a planet carrier 505. Specifically, the sun gear 503 is fixedly mounted on the first axle 501, the ring gear 504 is fixedly mounted on the transmission housing, the second gear 508 is connected to the planet carrier 505, and the fourth synchronizer 509 is selectively connected to the second gear 508. This arrangement allows power received by the first axle 501 to be transmitted to the second axle 502 via the sun gear 503, planetary gears 510, planet carrier 505, second gear 508, and fourth synchronizer 509, thereby facilitating the implementation of an ultra-low speed gear mode. Furthermore, the first axle 501 and the second axle 502 are preferably coaxially arranged to enhance their layout and reduce space requirements.

[0089] It should be noted that, in the planetary gear mechanism described above, the ring gear 504 is fixed as an example. In addition, the planet carrier 505 can of course also be fixed, but in this case, the second gear 508 should be connected to the ring gear 504.

[0090] This embodiment also relates to a vehicle drive system comprising the aforementioned transmission, an engine 7, and a second control mechanism 10. The second control mechanism 10 is disposed at the engine's power output terminal 701 and is configured to control the selective connection between the first input shaft 1 and the second input shaft 2 to the engine's power output terminal 701. In other words, the power of the engine 7 is transmitted to the output shaft 5 via the first input shaft 1 or the second input shaft 2.

[0091] The aforementioned second control mechanism 10 includes a first clutch 1002 arranged between the power output end 701 of the engine and the first input shaft 1, and a second clutch 1001 arranged between the power output end 701 of the engine and the second input shaft 2. Both the first clutch 1002 and the second clutch 1001 can adopt existing standard parts, thereby reducing the overall cost of the vehicle power device.

[0092] The vehicle drive system of this embodiment has three drive modes, including an engine 7 drive mode alone, an engine 7 and motor 8 drive mode together, and a motor 8 drive mode alone. In addition, each drive mode has six gear modes, which can be specifically described below.

[0093] In the engine 7 single drive mode, the gearbox has six gears, and the gear modes are as follows:

[0094] 1) When the engine 7 is driven, the power transmission route of the transmission in the first gear mode can be shown in Figure 2. The first clutch 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the first driven wheel 301, and the fourth synchronizer 509 is engaged with the first gear 506. This gear mode can be used as the first gear of the transmission.

[0095] At this time, the power transmission route is: engine 7 → second clutch 1001 → second input shaft 2 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0096] 2) When the engine 7 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 1002 is engaged, the second clutch 1001 is disengaged, the second synchronizer 306 is engaged with the third driven wheel 304, and the fourth synchronizer 509 is engaged with the first gear 506. This gear mode can be used as the second gear of the transmission.

[0097] At this time, the power transmission route is: engine 7 → first clutch 1002 → first input shaft 1 → third driving wheel 101 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0098] 3) When the engine 7 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 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the second driven wheel 302, and the fourth synchronizer 509 is engaged with the first gear 506. This gear mode can be used as the third gear of the transmission.

[0099] At this time, the power transmission route is: engine 7 → second clutch 1001 → second input shaft 2 → second driving wheel 202 → second driven wheel 302 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0100] 4) When the engine 7 is driven, the power transmission route of the transmission in the fourth gear mode can be as follows Figure 5As shown, the first clutch 1002 is engaged, the second clutch 1001 is disengaged, the second synchronizer 306 is engaged with the fourth driven wheel 305, and the fourth synchronizer 509 is engaged with the first gear 506. This gear mode can be used as the fourth gear of the transmission.

[0101] At this time, the power transmission route is: engine 7 → first clutch 1002 → first input shaft 1 → fourth driving wheel 102 → fourth driven wheel 305 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0102] 5) When the engine 7 is driven, the power transmission route of the gearbox in the reverse gear mode can be as follows Figure 6 As shown, the first clutch 1002 is disengaged, the second clutch 1001 is engaged, the second synchronizer 306 and the third driven wheel 304 are engaged, the third synchronizer 403 and the fifth driven wheel 402 are engaged, and the fourth synchronizer 509 is engaged with the first gear 506. This gear mode can be used as the reverse gear of the transmission.

[0103] At this time, the power transmission route is: engine 7 → second clutch 1001 → second input shaft 2 → second driving wheel 202 → fifth driven wheel 402 → third synchronizer 403 → second intermediate shaft 4 → second intermediate wheel 401 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0104] 6) When the engine 7 is driven, the power transmission route of the transmission in the ultra-low speed gear mode can be as follows Figure 7 As shown, the first clutch 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the first driven wheel 301, and the fourth synchronizer 509 is engaged with the second gear 508. This gear mode can be used as an ultra-low gear of the transmission.

[0105] At this time, the power transmission route is: engine 7 → second clutch 1001 → second input shaft 2 → first driving gear 201 → first driven gear 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving gear 308 → sixth driven gear 507 → first half shaft 501 → sun gear 503 → planetary gear 510 → planetary carrier 505 → second gear 508 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0106] In the combined driving mode of the engine 7 and the motor 8, the gearbox has six gears, and the gear modes are as follows:

[0107] 1) When the engine 7 and the motor 8 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 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the first driven gear 301 , and the fourth synchronizer 509 is engaged with the first gear 506 .

[0108] At this time, the power transmission route of the engine 7 is: engine 7 → second clutch 1001 → second input shaft 2 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0109] The power transmission route of the motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0110] 2) When the engine 7 and the motor 8 are driven together, the power transmission route of the gearbox in the second gear mode can be as follows: Figure 9 As shown, the first clutch 1002 is engaged, the second clutch 1001 is disengaged, the first synchronizer 303 is engaged with the first driven wheel 301, the second synchronizer 306 is engaged with the third driven wheel 304, and the fourth synchronizer 509 is engaged with the first gear 506. It should be noted that the implementation of this gear mode can be coordinated with the power transmission route of the engine 7 by adjusting the speed of the motor 8.

[0111] At this time, the power transmission route of the engine 7 is: engine 7 → first clutch 1002 → first input shaft 1 → third driving wheel 101 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0112] The power transmission route of the motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0113] 3) When the engine 7 and the motor 8 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 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the second driven gear 302 , and the fourth synchronizer 509 is engaged with the first gear 506 .

[0114] At this time, the power transmission route of the engine 7 is: engine 7 → second clutch 1001 → second input shaft 2 → second driving wheel 202 → second driven wheel 302 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0115] The power transmission route of motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → second input shaft 2 → second driving wheel 202 → second driven wheel 302 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0116] 4) When the engine 7 and the motor 8 are driven together, the power transmission route of the gearbox in the fourth gear mode can be as follows Figure 11 As shown, the first clutch 1002 is engaged, the second clutch 1001 is disengaged, the first synchronizer 303 is engaged with the second driven wheel 302, the second synchronizer 306 is engaged with the fourth driven wheel 305, and the fourth synchronizer 509 is engaged with the first gear 506. It should be noted here that the implementation of this gear mode can be coordinated with the power transmission route of the engine 7 by adjusting the speed of the motor 8.

[0117] At this time, the power transmission route of the engine 7 is: engine 7 → first clutch 1002 → first input shaft 1 → fourth driving wheel 102 → fourth driven wheel 305 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0118] The power transmission route of motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → second input shaft 2 → second driving wheel 202 → second driven wheel 302 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0119] 5) When the engine 7 and the motor 8 are driven together, the power transmission route of the gearbox in the reverse gear mode can be as follows Figure 12 As shown, the first clutch 1002 is disengaged, the second clutch 1001 is engaged, the second synchronizer 306 is engaged with the third driven gear 304 , the third synchronizer 403 is engaged with the fifth driven gear 402 , and the fourth synchronizer 509 is engaged with the first gear 506 .

[0120] At this time, the power transmission route of the engine 7 is: engine 7 → second clutch 1001 → second input shaft 2 → second driving wheel 202 → fifth driven wheel 402 → third synchronizer 403 → second intermediate shaft 4 → second intermediate wheel 401 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0121] The power transmission route of motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → second input shaft 2 → second driving wheel 202 → fifth driven wheel 402 → third synchronizer 403 → second intermediate shaft 4 → second intermediate wheel 401 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0122] 6) When the engine 7 and the motor 8 are driven together, the power transmission route of the gearbox in the ultra-low speed gear mode can be as follows Figure 13 As shown, the first clutch 1002 is disengaged, the second clutch 1001 is engaged, the first synchronizer 303 is engaged with the first driven gear 301 , and the fourth synchronizer 509 is engaged with the second gear 508 .

[0123] The power transmission route of the engine 7 is: engine 7 → second clutch 1001 → second input shaft 2 → first driving gear 201 → first driven gear 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving gear 308 → sixth driven gear 507 → first half shaft 501 → sun gear 503 → planetary gear 510 → planetary carrier 505 → second gear 508 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0124] The power transmission route of motor 8 is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → sun gear 503 → planetary gear 510 → planetary carrier 505 → second gear 508 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0125] In the motor 8 single drive mode, the gearbox has six gears, and the gear modes are as follows:

[0126] 1) When the motor 8 is driven alone, the power transmission route of the transmission in the first gear mode can be as shown in Figure 14, the first clutch 1002 is disengaged, the second clutch 1001 is disengaged, the first synchronizer 303 is engaged with the first driven wheel 301, and the fourth synchronizer 509 is engaged with the first gear 506.

[0127] At this time, the power transmission route is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0128] 2) When the motor 8 is driven alone, the power transmission route of the gearbox in the third gear mode can be as shown in Figure 15, the first clutch 1002 is disengaged, the second clutch 1001 is disengaged, the first synchronizer 303 is engaged with the second driven wheel 302, and the fourth synchronizer 509 is engaged with the first gear 506.

[0129] At this time, the power transmission route is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → second input shaft 2 → second driving wheel 202 → second driven wheel 302 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0130] 3) When the motor 8 is driven alone, the power transmission route of the gearbox in the reverse gear mode can be as shown in Figure 16, the first clutch 1002 is disengaged, the second clutch 1001 is disengaged, the second synchronizer 306 is engaged with the third driven gear 304, the third synchronizer 403 is engaged with the fifth driven gear 402, and the fourth synchronizer 509 is engaged with the first gear 506.

[0131] At this time, the power transmission route is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → second input shaft 2 → second driving wheel 202 → fifth driven wheel 402 → third synchronizer 403 → second intermediate shaft 4 → second intermediate wheel 401 → third driven wheel 304 → second synchronizer 306 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → first gear 506 → fourth synchronizer 509 → second half shaft 502 → differential 6.

[0132] 4) When the motor 8 is driven alone, the power transmission route of the gearbox in the ultra-low speed gear mode can be as shown in Figure 17, the first clutch 1002 is disengaged, the second clutch 1001 is disengaged, the first synchronizer 303 is engaged with the first driven wheel 301, and the fourth synchronizer 509 is engaged with the second gear 508.

[0133] At this time, the power transmission route is: motor 8 → fifth driving wheel 802 → third intermediate wheel 901 → first driving wheel 201 → first driven wheel 301 → first synchronizer 303 → first intermediate shaft 3 → sixth driving wheel 308 → sixth driven wheel 507 → first half shaft 501 → sun gear 503 → planetary gear 510 → planetary carrier 505 → second gear 508 → fourth synchronizer 509 → second half shaft 502 → differential 6. It should be noted that, among the various gear modes given above, in the engine 7 driving mode, the ultra-low speed gear mode corresponds to the first gear mode, and the difference between the two is only that: in the first gear mode, after the power is transmitted to the first half-shaft 501, it is transmitted to the differential 6 via the first gear 506, the fourth synchronizer 509 and the second half-shaft 502, while in the ultra-low speed gear mode, after the power is transmitted to the first half-shaft 501, it is transmitted to the differential 6 via the planetary gear mechanism, the second gear 508, the fourth synchronizer 509 and the second half-shaft 502.

[0134] 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 501, the power is not transmitted to the differential 6 via the first gear 506, the fourth synchronizer 509 and the second half-shaft 502, but is similar to the aforementioned ultra-low-speed gear mode. After the power is transmitted to the first half-shaft 501, the power is transmitted to the differential 6 via the planetary gear mechanism, the second gear 508, the fourth synchronizer 509 and the second half-shaft 502.

[0135] Still refer to Figure 1 As shown, when the vehicle is parked with a low remaining power, the motor 8 generates electricity to charge the battery. At this time, the first clutch 1002 and the second clutch 1001 are both in the disconnected state.

[0136] The vehicle drive system of this embodiment, by locating the second control mechanism 10 at the power output terminal 701 of the engine, can connect the output terminal of the engine 7 to the first input shaft 1 or the second input shaft 2, thereby facilitating the implementation of a variety of different gear modes. The motor 8 is connected to the first transmission assembly, allowing the power of the motor 8 to be transmitted to the first intermediate shaft 3 via the second input shaft 2. This enables the implementation of a variety of drive modes, including engine 7 alone, motor 8 alone, and both engine 7 and motor 8. Furthermore, each drive mode includes a reverse gear mode and an ultra-low speed gear mode, thereby better meeting user needs.

[0137] Example 2

[0138] This embodiment provides an oil retaining assembly, such as Figure 18 and Figure 19 As shown, the oil shield assembly includes: an oil shield 11 and a first component 20. The oil shield 11 is fixed on the transmission housing 41. The oil shield 11 and the transmission housing 41 together form a accommodating cavity, which is used to accommodate the differential gear located in the transmission. Along the Z direction of the vehicle, at least part of the oil shield 11 is arranged below the differential gear, and an oil leakage hole 122 is formed on the oil shield 11.

[0139] The first component is disposed at the oil leakage hole 122. The first component 20 is configured to allow the oil in the accommodating chamber to flow out of the accommodating chamber through the first component 20, and to prevent the oil outside the accommodating chamber from flowing into the accommodating chamber through the first component 20. An oil shield 11 is disposed below the differential gear to block the oil in the transmission case. The oil that enters the accommodating chamber can be discharged through the first component 20, thereby preventing direct contact between the differential gear and the oil, ensuring that the differential gear is not disturbed by the oil during rotation, and thus improving the operating efficiency of the differential 6.

[0140] 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: The invention comprises a motor (8), a first input shaft (1), a second input shaft (2), a first transmission assembly, a second transmission assembly, a first intermediate shaft (3), a third transmission assembly, a fourth transmission assembly, a fifth transmission assembly, a planetary gear mechanism, a first intermediate shaft (3), a second intermediate shaft (4), a first control mechanism and an output shaft (5); The motor (8) is in transmission connection with the second transmission assembly or the first transmission assembly; The first input shaft (1) is in transmission connection with the first intermediate shaft (3) through the second transmission assembly, and the second input shaft (2) is in transmission connection with the first intermediate shaft (3) through the first transmission assembly; The second intermediate shaft (4) is selectively connected to the first transmission assembly through the third transmission assembly, and the second intermediate shaft (4) is connected to the second transmission assembly through the fourth transmission assembly; The output shaft (5) comprises a first half shaft (501) and a second half shaft (502); the first half shaft (501) and the second half shaft (502) are coaxially arranged; The first half shaft (501) is provided with the fifth transmission assembly and the planetary gear mechanism, and is in transmission connection with the first intermediate shaft (3); The second half shaft (502) is provided with the first control mechanism, and the first control mechanism is selectively connected to the fifth transmission assembly or the planetary gear mechanism.

2. The gearbox according to claim 1, characterized in that: The third transmission assembly comprises a fifth driven wheel (402) loosely mounted on the second intermediate shaft (4), and a third synchronizer (403) disposed on the second intermediate shaft (4); The third synchronizer (403) is used to selectively connect to the fifth driven wheel (402); The fifth driven wheel (402) is in transmission connection with the first transmission assembly; The fourth transmission assembly comprises a second intermediate wheel (401) provided on the second intermediate shaft (4); The second intermediate wheel (401) is in transmission connection with the second transmission assembly.

3. The gearbox according to claim 2, characterized in that: The first transmission assembly comprises a first driving wheel (201) and a second driving wheel (202) provided on the second input shaft (2), a first driven wheel (301) and a second driven wheel (302) provided on the first intermediate shaft (3), and a first synchronizer (303); The first driving wheel (201) and the first driven wheel (301) are connected in a transmission manner, and the second driving wheel (202) and the second driven wheel (302) are connected in a transmission manner; The first synchronizer (303) is used to selectively connect the first driven wheel (301) or the second driven wheel (302); The fifth driven wheel (402) is drivingly connected to the first driving wheel (201) or the second driving wheel (202).

4. The gearbox according to claim 3, characterized in that: It also includes a third intermediate shaft (9), a third intermediate wheel (901) provided on the third intermediate shaft (9), and a fifth driving wheel (802) provided on the power output shaft (801) of the motor; The third intermediate wheel (901) is in transmission connection with the fifth driving wheel (802), and the third intermediate wheel (901) is in transmission connection with the first driving wheel (201) or the second driving wheel (202).

5. The gearbox according to claim 2, characterized in that: The second transmission assembly comprises a third driving wheel (101) and a fourth driving wheel (102) provided on the first input shaft (1), a third driven wheel (304), a fourth driven wheel (305) and a second synchronizer (306) provided on the first intermediate shaft (3); The third driving wheel (101) and the third driven wheel (304) are connected in a transmission manner, and the fourth driving wheel (102) and the fourth driven wheel (305) are connected in a transmission manner; The second synchronizer (306) is used to selectively connect the third driven wheel (304) or the fourth driven wheel (305); The second intermediate wheel (401) is drivingly connected to the third driven wheel (304) or the fourth driven wheel (305).

6. The gearbox according to claim 1, characterized in that: The first intermediate shaft (3) is provided with a parking gear (307); and / or, The first input shaft (1) is inserted into the second input shaft (2).

7. The gearbox according to claim 1, characterized in that: A sixth driving wheel (308) is provided on the first intermediate shaft (3); A sixth driven wheel (507) is provided on the first half shaft (501); The sixth driving wheel (308) is transmission-connected to the sixth driven wheel (507).

8. The gearbox according to any one of claims 1 to 7, characterized in that: The fifth transmission assembly includes a first gear (506) provided on the first half shaft (501); A second gear (508) is provided on the second half shaft (502), and the second gear (508) is transmission-connected to the planetary gear mechanism; The first control mechanism includes a fourth synchronizer (509) for connecting the first gear (506) or the second gear (508).

9. The gearbox according to claim 8, characterized in that: The sun gear (503) of the planetary gear mechanism is arranged on the first half shaft (501); The ring gear (504) or the planet carrier (505) of the planetary gear mechanism is connected to the second gear (508).

10. A vehicle drive system, characterized in that: A gearbox comprising the gearbox according to any one of claims 1 to 9, further comprising an engine (7) and a second control mechanism (10); The second control mechanism (10) is provided at the power output end (701) of the engine, and is used to control the first input shaft (1) and the second input shaft (2) to be selectively connected to the power output end (701) of the engine.

11. The vehicle drive system according to claim 10, characterized in that: The second control mechanism (10) comprises a first clutch (1002) provided between the power output end (701) of the engine and the first input shaft (1), and a second clutch (1001) provided between the power output end (701) of the engine and the second input shaft (2).

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