Gearbox and powertrain

Abstract

This invention provides a gearbox and power system. The gearbox includes an input shaft, a first transmission assembly, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a speed ratio adjustment device, a first intermediate shaft, a second intermediate shaft, and a motor. The input shaft is connected to the first intermediate shaft via the first and second transmission assemblies. The second intermediate shaft has a third transmission assembly connected to the first transmission assembly. The input shaft is selectively connected to the second intermediate shaft via the fourth transmission assembly. The input shaft is connected to the first intermediate shaft via the speed ratio adjustment device. The gearbox of this invention, through the arrangement of the transmission assemblies between the input shaft, the first intermediate shaft, and the second intermediate shaft, not only enables multiple different gear modes but also shortens the overall length of the gearbox and improves transmission efficiency by reducing the number of transmission assemblies involved in power transmission.

Description

Technical Field

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

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

[0003] Existing hybrid transmissions have a relatively long overall structure, which makes lateral placement difficult and complicates vehicle layout. Furthermore, current technologies integrate numerous gears on the transmission's drive shaft, resulting in a complex structure. For multi-gear transmissions, power transmission requires passing through multiple sets of gears, leading to reduced efficiency. Conversely, for transmissions with fewer gears, power delivery is poor, failing to meet performance requirements. Summary of the Invention

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

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

[0006] A gearbox includes an input shaft, a first transmission assembly, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a speed ratio adjustment device, a first intermediate shaft, and a second intermediate shaft; the input shaft is connected to the first intermediate shaft via the first transmission assembly and the second transmission assembly, respectively.

[0007] The second intermediate shaft is provided with a third transmission assembly, which is connected to the first transmission assembly; the input shaft is selectively connected to the second intermediate shaft through the fourth transmission assembly; the input shaft is connected to the first intermediate shaft through the speed ratio adjustment device; and the motor is connected to the second intermediate shaft through a fifth transmission assembly.

[0008] Furthermore, the first transmission assembly includes a first driving wheel, a second driving wheel, and a first synchronizer disposed on the input shaft, and a first driven wheel and a second driven wheel disposed on the first intermediate shaft; the first driving wheel and the first driven wheel are connected in a driving manner, and the second driving wheel and the second driven wheel are connected in a driving manner; the first synchronizer is used to selectively connect the first driving wheel or the second driving wheel.

[0009] Furthermore, the third transmission assembly includes a seventh drive wheel, an eighth drive wheel, and a third synchronizer disposed on the second intermediate shaft; the third synchronizer is used to selectively connect the seventh drive wheel or the eighth drive wheel; the seventh drive wheel is drivenly connected to the first driven wheel, and the eighth drive wheel is drivenly connected to the second driven wheel.

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

[0011] Furthermore, the fourth transmission assembly includes a fifth driving wheel disposed on the input shaft, a fifth driven wheel disposed on the second intermediate shaft, and a fourth synchronizer; the fourth synchronizer is used to selectively connect the fifth driven wheel or the sixth driven wheel; the fifth driving wheel and the fifth driven wheel are connected in a driving transmission.

[0012] Furthermore, the fifth transmission assembly includes a sixth driven wheel and a sixth driving wheel on the power output shaft of the motor; the sixth driving wheel is connected to the sixth driven wheel or the fifth driven wheel. Furthermore, the fifth transmission assembly also includes a third intermediate shaft and a third intermediate wheel disposed on the third intermediate shaft; the third intermediate wheel is drively connected to the sixth driving wheel, and the third intermediate wheel is also connected to the fifth driven wheel or the sixth driven wheel.

[0013] Furthermore, the speed ratio adjustment device includes a tenth driving wheel loosely fitted on the input shaft, a tenth driven wheel disposed on the first intermediate shaft, a fourth intermediate shaft, and a fourth intermediate wheel disposed on the fourth intermediate shaft; the fourth intermediate wheel is connected to the tenth driving wheel and the tenth driven wheel respectively.

[0014] Furthermore, the speed ratio adjustment device also includes a planetary gear mechanism and a fifth synchronizer disposed on the tenth driving gear and the planetary gear mechanism for controlling the power supply between them; the fifth synchronizer is disposed on the tenth driving gear; the sun gear of the planetary gear mechanism is disposed on the input shaft; the fifth synchronizer selectively connects to the ring gear / planet carrier of the planetary gear mechanism. Compared with the prior art, the present invention has the following advantages:

[0015] (1) The gearbox of the present invention, through the arrangement of the first transmission assembly, the second transmission assembly and the third transmission assembly, facilitates the transmission of the power connected to the input bearing to the first intermediate shaft through a set of transmission assemblies of the first transmission assembly, the second transmission assembly and the third transmission assembly; through the arrangement of the fourth transmission assembly, facilitates the transmission of the power connected to the input bearing to the second intermediate shaft through the fourth transmission assembly; and through the arrangement of the third transmission assembly, facilitates the transmission of the power received on the second intermediate shaft to the first intermediate shaft through the third transmission assembly and the first transmission assembly.

[0016] The gearbox of the present invention, through the arrangement of the transmission components disposed between the input shaft, the first intermediate shaft, and the second intermediate shaft, not only enables multiple different gear modes but also shortens the overall length of the gearbox. Simultaneously, it reduces the number of transmission components involved in power transmission, thereby improving the gearbox's transmission efficiency. Furthermore, the input shaft is connected to the first intermediate shaft via a speed ratio adjustment device, further facilitating the implementation of multiple different gear modes and enriching the gearbox's performance.

[0017] (2) The first transmission assembly includes a first driving wheel, a second driving wheel, a first synchronizer, a first driven wheel and a second driven wheel, and the first synchronizer is used to selectively connect the first driving wheel or the second driving wheel to realize the transmission of power from the input shaft to the first intermediate shaft, which is convenient for arrangement and facilitates gear control and vehicle speed adjustment.

[0018] (3) The third transmission assembly includes a seventh driving wheel, an eighth driving wheel and a third synchronizer. The seventh driving wheel and the eighth driving wheel are respectively connected to the first driven wheel and the second driven wheel. The power transmission from the second intermediate bearing to the first intermediate shaft is realized by selectively connecting the third synchronizer to the seventh driving wheel or the eighth driving wheel. This facilitates the arrangement and makes it easy to control the gear and adjust the vehicle speed.

[0019] (4) The second transmission assembly includes a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer. The third driven wheel or the fourth driven wheel is selectively connected through the second synchronizer to realize the power transmission from the input bearing to the first intermediate shaft. This is convenient for arrangement and facilitates gear control and speed adjustment.

[0020] (5) The fourth transmission assembly includes a fifth drive wheel, a fifth driven wheel and a fourth synchronizer. By selectively connecting the fourth synchronizer to the fifth driven wheel or the sixth driven wheel, the power from the input bearing is transmitted to the second intermediate shaft via the fourth transmission assembly and then to the first intermediate shaft via the second intermediate shaft, which facilitates the implementation of reverse gear mode and further enriches the performance of the gearbox.

[0021] (6) The fifth transmission component includes a sixth driven wheel. A sixth driving wheel is provided at the power output end of the motor, and the sixth driving wheel is connected to the sixth driven wheel or the fifth driven wheel to realize the power transmission of the motor to the outside. The power output of the motor is transmitted to the second intermediate shaft by selectively connecting the fifth driven wheel or the sixth driven wheel to the fourth synchronizer. The power transmission structure is simple, easy to arrange, and can realize multiple driving modes.

[0022] (7) The fifth transmission assembly also includes a third intermediate shaft and a third intermediate wheel. By connecting the third intermediate wheel to the sixth driving wheel and connecting the third intermediate wheel to the fifth driven wheel or the sixth driven wheel, it is convenient to realize the power transmission of the motor to the second intermediate shaft, and the power can be transmitted to the first intermediate shaft or the input shaft via the second intermediate shaft.

[0023] (8) The speed ratio adjustment device includes a tenth driving wheel, a tenth driven wheel, a fourth intermediate shaft and a fourth intermediate wheel. By connecting the fourth intermediate wheel to the tenth driving wheel and the tenth driven wheel respectively, it is convenient to realize the power received on the tenth driving wheel to the tenth driven wheel through the fourth intermediate wheel, thus facilitating the reverse gear mode.

[0024] (9) The speed ratio adjustment device also includes a planetary gear mechanism, and the sun gear of the planetary gear mechanism is located on the input shaft. The power connection between the tenth drive gear and the planetary gear mechanism is controlled by the fifth synchronizer, so that the power connected to the first input bearing can be transmitted to the first intermediate shaft through the sixth transmission component and the fifth transmission component, so as to realize the ultra-low speed gear.

[0025] Another object of the present invention is to provide a power system comprising the gearbox as described above, and further comprising an engine and a second control mechanism; the second control mechanism is disposed between the power output end of the engine and the input shaft, and the second control mechanism is used to control the power supply between the input shaft and the power output end of the engine.

[0026] The power system described in this invention, by placing the clutch at the power output end of the engine and controlling the power connection and disconnection between the input shaft and the power output end of the engine, can realize multiple driving modes such as engine-only drive, motor-only drive, and engine and motor-only drive, and has multiple gear modes in each driving mode. Attached Figure Description

[0027] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0028] Figure 1 This is a schematic diagram of the structure of the gearbox in the application state according to an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the power transmission route of the gearbox in the first gear mode when the engine is driven, according to an embodiment of the present invention.

[0030] Figure 3 This is a schematic diagram of the power transmission route of the gearbox in the second gear mode when the engine is driven, according to an embodiment of the present invention.

[0031] Figure 4 This is a schematic diagram of the power transmission route of the gearbox in the third gear mode when the engine is driven, according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the power transmission route of the gearbox in the fourth gear mode when the engine is driven, according to an embodiment of the present invention.

[0033] Figure 6 This is a schematic diagram of the power transmission route of the gearbox in reverse first gear mode when the engine is driven, according to an embodiment of the present invention.

[0034] Figure 7 This is a schematic diagram of the power transmission route of the gearbox in reverse second gear mode when the engine is driven, according to an embodiment of the present invention;

[0035] Figure 8 This is a schematic diagram of the power transmission route of the gearbox in ultra-low speed gear mode when the engine is driven, as described in an embodiment of the present invention.

[0036] Figure 9 This is a schematic diagram of the power transmission route of the gearbox in the first gear mode when the engine and motor are driven together, according to an embodiment of the present invention.

[0037] Figure 10 This is a schematic diagram of the power transmission route of the gearbox in the second gear mode when the engine and motor are driven together, according to an embodiment of the present invention.

[0038] Figure 11 This is a schematic diagram of the power transmission route of the gearbox in the third gear mode when the engine and motor are driven together, according to an embodiment of the present invention.

[0039] Figure 12 This is a schematic diagram of the power transmission route of the gearbox in the fourth gear mode when the engine and motor are driven together, according to an embodiment of the present invention.

[0040] Figure 13 This is a schematic diagram of the power transmission route of the gearbox in the first gear mode when driven by the electric motor, as described in an embodiment of the present invention.

[0041] Figure 14This is a schematic diagram of the power transmission route of the gearbox in the second gear mode when driven by the electric motor, as described in an embodiment of the present invention.

[0042] Figure 15 This is a schematic diagram of the output shaft assembly according to an embodiment of the present invention.

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

[0044] 1. Engine; 2. Electric motor; 201. Sixth drive wheel; 3. Clutch;

[0045] 4. Input shaft; 401. First drive wheel; 402. Second drive wheel; 403. Third drive wheel; 404. Fourth drive wheel; 405. Fifth drive wheel; 406. First synchronizer; 407. Tenth drive wheel; 408. Fifth synchronizer;

[0046] 5. First intermediate shaft; 501. First driven wheel; 502. Second driven wheel; 503. Third driven wheel; 504. Fourth driven wheel; 505. Second synchronizer; 506. Ninth driving wheel; 507. Tenth driven wheel;

[0047] 6. Second intermediate shaft; 601. Seventh driving wheel; 602. Eighth driving wheel; 603. Fifth driven wheel; 604. Sixth driven wheel; 605. Third synchronizer; 606. Fourth synchronizer;

[0048] 7. Third intermediate shaft; 701. Third intermediate wheel;

[0049] 8. Output shaft; 801. Ninth driven wheel;

[0050] 9. Planetary gear mechanism; 901. Sun gear; 902. Planet gears; 903. Planet carrier; 904. Gear ring;

[0051] 10. Fourth intermediate axle; 1001. Fourth intermediate wheel;

[0052] 11. Differential; 12. Steering system Detailed Implementation

[0053] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0054] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0055] In the description of this invention, unless otherwise expressly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0056] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0057] This embodiment relates to a gearbox, such as Figure 1 As shown, the overall structure mainly includes an input shaft 4, a first transmission assembly, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a speed ratio adjustment device, a first intermediate shaft 5, and a second intermediate shaft 6.

[0058] The input shaft 4 is connected to the first intermediate shaft 5 via a first transmission assembly and a second transmission assembly, respectively, facilitating the transmission of power received on the input shaft 4 to the first intermediate shaft 5 via either the first or second transmission assembly. A third transmission assembly is provided on the second intermediate shaft 6, connected to the first transmission assembly, allowing power received on the second intermediate shaft 6 to be transmitted to the first intermediate shaft 5 via both the third and first transmission assemblies. Furthermore, the input shaft 4 is selectively connected to the second intermediate shaft 6 via a fourth transmission assembly, allowing power received on the input shaft 4 to be transmitted to the second intermediate shaft 6 via the fourth transmission assembly. The input shaft 4 is also connected to the first intermediate shaft 5 via a speed ratio adjustment device, facilitating the transmission of power received on the input shaft 4 to the first intermediate shaft 5 via the speed ratio adjustment device. Additionally, the motor 2 is connected to the second intermediate shaft 6 via a fifth transmission assembly, facilitating the transmission of power output from the motor 2 to the second intermediate shaft 6 via the fifth transmission assembly, thereby enabling the motor to drive the gearbox.

[0059] like Figure 1As shown, in a preferred embodiment, the first transmission assembly includes a first driving wheel 401 and a second driving wheel 402 loosely fitted on the input shaft 4, a first synchronizer 406 fixed on the input shaft 4, and a first driven wheel 501 and a second driven wheel 502 fixed on the first intermediate shaft 5. The first driving wheel 401 and the first driven wheel 501 are connected in a driving manner, and the second driving wheel 402 and the second driven wheel 502 are connected in a driving manner. Preferably, the first driving wheel 401 and the first driven wheel 501 are meshed together, and the second driving wheel 402 and the second driven wheel 502 are meshed together.

[0060] By selectively connecting the first synchronizer 406 to either the first drive wheel 401 or the second drive wheel 402, the power received on the input shaft 4 can be transmitted to the first intermediate shaft 5 via the first drive wheel 401 and the first driven wheel 501, or via the second drive wheel 402 and the second driven wheel 502, thus facilitating the adjustment of various gear modes.

[0061] Furthermore, in this embodiment, the first transmission component is preferably arranged close to the power output end of the engine 1 described below. This is beneficial for making the internal structure of the transmission more compact, shortening the length of the transmission, and facilitating the arrangement of the transmission on the vehicle.

[0062] like Figure 1 As shown, in a preferred embodiment, the third transmission assembly includes a seventh drive wheel 601 and an eighth drive wheel 602 loosely fitted on the second intermediate shaft 6, and a third synchronizer 605 fixed on the second intermediate shaft 6. Preferably, the seventh drive wheel 601 is engaged with the first driven wheel 501, and the eighth drive wheel 602 is engaged with the second driven wheel 502.

[0063] By selectively connecting the third synchronizer 605 to the seventh drive wheel 601 or the eighth drive wheel 602, the power received on the second intermediate shaft 6 can be transmitted to the first intermediate shaft 5 via the seventh drive wheel 601, the first driven wheel 501 and the third synchronizer 605, or via the eighth drive wheel 602, the second driven wheel 502 and the third synchronizer 605, thus facilitating the realization of various gear modes.

[0064] The second transmission assembly is used to transmit power from the input shaft 4 to the first intermediate shaft 5. As a preferred and feasible implementation, the second transmission assembly includes a third driving wheel 403 and a fourth driving wheel 404 fixed on the input shaft 4, a third driven wheel 503 and a fourth driven wheel 504 loosely fitted on the first intermediate shaft 5, and a second synchronizer 505 fixed on the first intermediate shaft 5.

[0065] Preferably, the third driving wheel 403 and the third driven wheel 503 are meshed together, and the fourth driving wheel 404 and the fourth driven wheel 504 are meshed together. By selectively connecting the third driven wheel 503 or the fourth driven wheel 504 to the second synchronizer 505, the power received on the input shaft 4 can be transmitted to the first intermediate shaft 5 via the third driven wheel 503 or the fourth driven wheel 504, thus facilitating the realization of various gear modes.

[0066] In a preferred embodiment, the fourth transmission assembly includes a fifth drive wheel 405 fixed to the input shaft 4, a fifth driven wheel 603 loosely fitted on the second intermediate shaft 6, and a fourth synchronizer 606 fixed to the second intermediate shaft 6. Preferably, the fifth drive wheel 405 and the fifth driven wheel 603 are engaged. By selectively connecting the fifth driven wheel 603 to the fourth synchronizer 606, the power received on the input shaft 4 can be transmitted to the second intermediate shaft 6 via the fourth transmission assembly, and then to the first intermediate shaft 5 via the third transmission assembly to achieve reverse gear mode. Furthermore, the third transmission assembly allows the gearbox to have two different gears even when in reverse gear.

[0067] Furthermore, as a preferred arrangement, in this embodiment, the fifth drive wheel 405 is positioned between the third drive wheel 403 and the fourth drive wheel 404, thereby shortening the overall length of the gearbox and facilitating its placement on the vehicle.

[0068] In addition, the fifth transmission component includes a sixth driven wheel. Preferably, the sixth driven wheel 604 is loosely fitted onto the second intermediate shaft 6, while a sixth driving wheel 201 is provided on the power output shaft of the motor 2, and the sixth driving wheel 201 is connected to the sixth driven wheel 604. By selectively connecting the sixth driven wheel 604 to the fourth synchronizer 606, the power input from the motor 2 is transmitted to the second intermediate shaft 6, thereby enabling the motor 2 to drive the gearbox to operate.

[0069] It should be noted that the sixth driven wheel 604 is provided to facilitate the arrangement of the motor 2. Of course, it is also possible not to provide the sixth driven wheel 604. In this case, the sixth driving wheel 201 is connected to the fifth driven wheel 603. By selectively connecting the fifth driven wheel 603 to the fourth synchronizer 606, the power supply between the power output shaft of the motor 2 and the second intermediate shaft 6 can be switched on and off.

[0070] In a preferred embodiment, the fifth transmission assembly of the gearbox further includes a third intermediate shaft 7 and a third intermediate pulley 701 disposed on the third intermediate shaft 7. A sixth drive pulley 20 is fixedly disposed on the power output shaft of the motor 2. The third intermediate pulley 701 is meshed with the sixth drive pulley 201 and is also meshed with the sixth driven pulley 604 or the fifth driven pulley 603. Thus, the power output by the motor 2 is transmitted to the second intermediate shaft 6 via the sixth drive pulley 201, the third intermediate pulley 701, the sixth driven pulley 604, and the fourth synchronizer 606 or the fifth driven pulley 603. Alternatively, the third intermediate shaft 7 and the third intermediate pulley 701 may be omitted, and the sixth drive pulley 201 may be directly meshed with the sixth driven pulley 604 or the fifth driven pulley 603, so that the power of the motor 2 is transmitted to the second intermediate shaft 6 via the sixth drive pulley 201, the sixth driven pulley 604 or the fifth driven pulley 603, and the fourth synchronizer 606.

[0071] Furthermore, as a preferred embodiment, the speed ratio adjustment device includes a tenth driving wheel 407 loosely fitted on the input shaft 4, a tenth driven wheel 507 fixed on the first intermediate shaft 5, a fourth intermediate shaft 10, and a fourth intermediate wheel 1001 fixed on the fourth intermediate shaft 10. The fourth intermediate wheel 1001 is connected to both the tenth driving wheel 407 and the tenth driven wheel 507, and preferably meshes with both, so that the power received on the tenth driving wheel 407 can be transmitted to the first intermediate shaft 5 via the fourth intermediate wheel 1001 and the tenth driven wheel 507.

[0072] The speed ratio adjustment device also includes a planetary gear mechanism 9 and a fifth synchronizer 408 for controlling the power connection between the tenth drive wheel 407 and the sixth transmission assembly. Preferably, the fifth synchronizer 408 is located on the tenth drive wheel 407, so that by connecting the power between the tenth drive wheel 407 and the speed ratio adjustment device, the power received on the input shaft 4 can be transmitted to the first intermediate shaft 5 via the sixth transmission assembly, the fifth synchronizer 408 and the tenth drive wheel 407.

[0073] Furthermore, the aforementioned sixth transmission component, as a preferred and feasible implementation, includes a planetary gear mechanism 9. The planetary gear mechanism 9 mainly includes a sun gear 901, a ring gear 904, and planetary gears 902 that are respectively connected to the sun gear 901 and the ring gear 904. The sun gear 901 is fixed to the input shaft 4, and the planetary gears 902 are rotatably mounted on the gearbox housing via a planet carrier 903. The first control mechanism includes a fifth synchronizer 408 mounted on the tenth drive gear 407. Engaging teeth that can connect to the fifth synchronizer 408 are connected to the ring gear 904. Thus, the ring gear 904 can be connected via the engaging teeth of the fifth synchronizer 408. This configuration allows the gearbox ratio of the present invention to be adjustable, meeting diverse user needs for the gearbox. Furthermore, the gear ratio adjustment device of the present invention can be matched with a transmission gearbox, reducing the cost of producing traditional transmissions and giving the transmission gearbox the advantages of the present invention.

[0074] It should be noted that if the ring gear 904 of the planetary gear mechanism 9 is located on the gearbox housing, the engagement teeth that can be connected to the fifth synchronizer 408 are connected to the planet carrier 903. In this case, the planet carrier 903 can be connected through the engagement teeth connected to the fifth synchronizer 408. This arrangement facilitates the first control mechanism in controlling the power supply between the fifth transmission component and the planetary gear mechanism 9.

[0075] The tenth drive wheel 407 of the present invention is connected to the gear ring 904 of the planetary gear mechanism 9 through the fifth synchronizer 408, so that the reverse gear and the ultra-low speed gear of the present invention can be effectively combined, further making the structure of the present invention compact and saving power transmission path.

[0076] Furthermore, the gearbox in this embodiment also includes a ninth drive wheel 506, an output shaft 8, and a ninth driven wheel 801. The ninth drive wheel 506 is fixed to the first intermediate shaft 5, and preferably positioned at the end of the first intermediate shaft 5 near the differential 11. The output shaft 8 can directly serve as the power input shaft of the differential 11, outputting power to the differential 11. The ninth driven wheel 801 is fixed to the output shaft 8. By engaging the ninth drive wheel 506 and the ninth driven wheel 801, the power received on the first intermediate shaft 5 can be transmitted to the output shaft 8. Alternatively, the output shaft 8, the ninth drive wheel 506, and the ninth driven wheel 801 can be omitted, and the first intermediate shaft 5 can be directly used as the power output shaft of the gearbox to output power to the differential 11.

[0077] The present invention also provides an output shaft assembly, including a steering device 12; an output shaft 8 is mounted on the steering device 12; the steering device 12 is mounted on a ninth driven wheel 801 and is used to adjust the angle between the output shaft 8 and the ninth driven wheel 801.

[0078] The output shaft assembly provided in this embodiment of the invention connects the ninth driven wheel 801 and the output shaft 8 via a steering device 12. This allows the connection angle between the ninth driven wheel 801 and the output shaft 8 to be adjusted via the steering device 12. Specifically, it adjusts the angle between the axis of the output shaft 8 and the axis of the ninth driven wheel 801, thus achieving angle adjustment of the output shaft 8 relative to the ninth driven wheel 801. This angle adjustment of the output shaft 8 relative to the ninth driven wheel 801 enables directional adjustment of the output shaft 8, reducing the limitations on the arrangement of the output shaft 8 and its connected components (such as the main reducer), and also reducing the limitations on the arrangement of the connected components, facilitating vehicle layout. Furthermore, it facilitates assembly during powertrain assembly.

[0079] The steering mechanism 12 is a universal joint. A universal joint, also known as a universal connector, is a mechanical component that enables variable-angle power transmission and is used in locations where the direction of the drive shaft needs to be changed. The ninth driven wheel 801 and the output shaft 8, connected by the universal joint, can reduce the space occupied by the steering mechanism 12 while allowing for adjustment of the connection angle, making it easier to arrange within the limited internal space of the transmission.

[0080] The gearbox in this embodiment, by optimizing the gear arrangement of each transmission component, can not only realize a variety of different gear modes, but also shorten the overall length of the gearbox, while reducing the number of gear sets through which power is transmitted, thereby improving the transmission efficiency of the gearbox.

[0081] This embodiment also relates to a power system, which includes the aforementioned gearbox, an engine 1, and a second control mechanism. The second control mechanism is located between the power output end of the engine 1 and the input shaft 4, and is used to control the power supply between the input shaft 4 and the power output end of the engine 1, so that the power output by the engine 1 can be transmitted to the output shaft 8 via the input shaft 4 and the first intermediate shaft 5, thereby enabling various driving modes.

[0082] As a preferred implementation, the second control mechanism includes a clutch 3 located between the power output end of the engine 1 and the input shaft 4. The power supply between the power output end of the engine 1 and the input shaft 4 can be controlled by engaging or disengaging the clutch 3. Furthermore, the clutch 3 can utilize existing standard components, thereby reducing the overall cost of the power system.

[0083] The power system of this embodiment has three driving modes, including engine 1 driving mode alone, engine 1 and motor 2 driving mode together, and motor 2 driving mode alone. Each driving mode has multiple different gear modes, which can be referred to below for details.

[0084] The gear modes for engine 1 driving independently are as follows:

[0085] 1) When engine 1 is driving alone, the power transmission route of the gearbox in first gear can be as follows: Figure 2 As shown, at this time, clutch 3 is engaged, and the first synchronizer 406 is engaged with the first drive wheel 401.

[0086] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → First synchronizer 406 → First drive wheel 401 → First driven wheel 501 → First intermediate shaft 5 → Ninth drive wheel 506 → Ninth driven wheel 801 → Output shaft 8 → Differential 11.

[0087] 2) When engine 1 is driving alone, the power transmission route of the transmission in second gear can be as follows: Figure 3 As shown, at this time, clutch 3 is engaged, and the second synchronizer 505 is engaged with the third driven wheel 503.

[0088] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → Third drive wheel 403 → Third driven wheel 503 → Second synchronizer 505 → First intermediate shaft 5 → Ninth drive wheel 506 → Ninth driven wheel 801 → Output shaft 8 → Differential 11.

[0089] 3) When engine 1 is driving alone, the power transmission route of the transmission in third gear can be as follows: Figure 4 As shown, at this time, clutch 3 is engaged, and the first synchronizer 406 is engaged with the second drive wheel 402.

[0090] The power transmission route is as follows: engine 1 → clutch 3 → input shaft 4 → first synchronizer 406 → second drive wheel 402 → second driven wheel 502 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0091] 4) When engine 1 is driving alone, the power transmission route of the transmission in fourth gear can be as follows: Figure 5 As shown, at this time, clutch 3 is engaged, and the second synchronizer 505 is engaged with the fourth driven wheel 504.

[0092] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → Fourth drive wheel 404 → Fourth driven wheel 504 → Second synchronizer 505 → First intermediate shaft 5 → Ninth drive wheel 506 → Ninth driven wheel 801 → Output shaft 8 → Differential 11.

[0093] 5) When engine 1 is driving alone, the power transmission route of the transmission in the first reverse gear can be as follows: Figure 6 As shown, at this time, clutch 3 is engaged, third synchronizer 605 is engaged with seventh drive wheel 601, and fourth synchronizer 606 is engaged with fifth driven wheel 603.

[0094] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → Fifth drive wheel 405 → Fifth driven wheel 603 → Fourth synchronizer 606 → Second intermediate shaft 6 → Third synchronizer 605 → Seventh drive wheel 601 → First driven wheel 501 → First intermediate shaft 5 → Ninth drive wheel 506 → Ninth driven wheel 801 → Output shaft 8 → Differential 11.

[0095] 6) When engine 1 is driving alone, the power transmission route of the transmission in the second reverse gear position can be as follows: Figure 7 As shown, at this time, clutch 3 is engaged, third synchronizer 605 is engaged with eighth drive wheel 602, and fourth synchronizer 606 is engaged with fifth driven wheel 603.

[0096] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → Fifth drive wheel 405 → Fifth driven wheel 603 → Fourth synchronizer 606 → Second intermediate shaft 6 → Third synchronizer 605 → Eighth drive wheel 602 → Second driven wheel 502 → First intermediate shaft 5 → Ninth drive wheel 506 → Ninth driven wheel 801 → Output shaft 8 → Differential 11.

[0097] 7) When engine 1 is driving alone, the power transmission route of the transmission in ultra-low gear can be as follows: Figure 8 As shown, at this time, clutch 3 is engaged, and the fifth synchronizer 408 is engaged with the gear ring 904.

[0098] The power transmission route is as follows: Engine 1 → Clutch 3 → Input shaft 4 → Sun gear 901 → Planet gear 902 → Ring gear 904 → Fifth synchronizer 408 → Tenth drive gear 407 → Fourth intermediate gear 1001 → Tenth driven gear 507 → First intermediate shaft 5 → Ninth drive gear 506 → Ninth driven gear 801 → Output shaft 8 → Differential 11.

[0099] The gear modes when engine 1 and electric motor 2 are used together are as follows:

[0100] 1) When engine 1 and motor 2 drive together, the power transmission route of the gearbox in first gear can be as follows: Figure 9 As shown, at this time, clutch 3 is engaged, first synchronizer 406 is engaged with first drive wheel 401, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with seventh drive wheel 601.

[0101] The power transmission route of engine 1 is as follows: engine 1 → clutch 3 → input shaft 4 → first synchronizer 406 → first drive wheel 401 → first driven wheel 501 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0102] The power transmission route of motor 2 is as follows: motor 2 → sixth driving wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → seventh driving wheel 601 → first driven wheel 501 → first intermediate shaft 5 → ninth driving wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0103] 2) When engine 1 and motor 2 drive together, the power transmission route of the gearbox in second gear can be as follows: Figure 10 As shown, at this time, clutch 3 is engaged, second synchronizer 505 is engaged with third driven wheel 503, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with seventh driving wheel 601. It should be noted that this gear mode can be implemented by adjusting the speed of motor 10 to match the power transmission route of engine 20.

[0104] The power transmission route of engine 1 is as follows: engine 1 → clutch 3 → input shaft 4 → third drive wheel 403 → third driven wheel 503 → second synchronizer 505 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0105] The power transmission route of motor 2 is as follows: motor 2 → sixth driving wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → seventh driving wheel 601 → first driven wheel 501 → first intermediate shaft 5 → ninth driving wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0106] 3) When engine 1 and motor 2 drive together, the power transmission route of the gearbox in third gear can be as follows: Figure 11 As shown, at this time, clutch 3 is engaged, first synchronizer 406 is engaged with second drive wheel 402, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with eighth drive wheel 602.

[0107] The power transmission route of engine 1 is as follows: engine 1 → clutch 3 → input shaft 4 → first synchronizer 406 → second drive wheel 402 → second driven wheel 502 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0108] The power transmission route of motor 2 is as follows: motor 2 → sixth driving wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → eighth driving wheel 602 → second driven wheel 502 → first intermediate shaft 5 → ninth driving wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0109] 4) When engine 1 and motor 2 drive together, the power transmission route of the gearbox in fourth gear can be as follows: Figure 12 As shown, at this time, clutch 3 is engaged, second synchronizer 505 is engaged with fourth driven wheel 504, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with eighth driving wheel 602. It should be noted that this gear mode can be implemented by adjusting the speed of motor 10 to match the power transmission route of engine 20.

[0110] The power transmission route of engine 1 is as follows: engine 1 → clutch 3 → input shaft 4 → fourth drive wheel 404 → fourth driven wheel 504 → second synchronizer 505 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0111] The power transmission route of motor 2 is as follows: motor 2 → sixth driving wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → eighth driving wheel 602 → second driven wheel 502 → first intermediate shaft 5 → ninth driving wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0112] The gear modes when motor 2 is driven alone are as follows:

[0113] 1) When motor 2 is driven alone, the power transmission route of the gearbox in first gear can be as follows: Figure 13 As shown, at this time, clutch 3 is disengaged, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with seventh driving wheel 601.

[0114] The power transmission route is as follows: motor 2 → sixth drive wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → seventh drive wheel 601 → first driven wheel 501 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0115] 2) When motor 2 is driven alone, the power transmission route of the gearbox in second gear can be as follows: Figure 14 As shown, at this time, clutch 3 is disengaged, fourth synchronizer 606 is engaged with sixth driven wheel 604, and third synchronizer 605 is engaged with eighth driving wheel 602.

[0116] The power transmission route is as follows: motor 2 → sixth drive wheel 201 → third intermediate wheel 701 → sixth driven wheel 604 → fourth synchronizer 606 → second intermediate shaft 6 → third synchronizer 605 → eighth drive wheel 602 → second driven wheel 502 → first intermediate shaft 5 → ninth drive wheel 506 → ninth driven wheel 801 → output shaft 8 → differential 11.

[0117] It should be noted that if the power output shaft of motor 2 is connected to the fifth driven wheel 603, then the sixth driven wheel 604 is not required. The power output by motor 2 can be transmitted to the second intermediate shaft 6 via the fifth driven wheel 603 and the fourth synchronizer 606. The power transmitted to the second intermediate shaft 6 can be transmitted to the differential 11 via the power transmission routes of the first gear, second gear and ultra-low speed gear when motor 2 is driven alone, thus realizing different gear modes.

[0118] Furthermore, when the power output shaft of motor 2 is connected to the fifth driven wheel 603, the power output by motor 2 can also be transmitted to the input shaft 4 via the fifth driven wheel 603 and the fifth driving wheel 405. The power transmitted to the input shaft 4 can be transmitted to the differential 11 via the power transmission routes described above for the first, second, third, fourth, and ultra-low speed gears when the engine 1 is driven alone, thus achieving multiple different gear modes. (Referring to...) Figure 1 As shown, when the vehicle is parked with low remaining battery power, motor 2 generates electricity to charge the battery, and clutch 3 is in the disengaged state.

[0119] The power system described in this invention, by setting the second control mechanism at the power output end of the engine 1 and controlling the power connection and disconnection between the input shaft 4 and the power output end of the engine 1, can realize multiple driving modes such as engine 1 driving alone, motor 2 driving alone, and engine 1 and motor 2 driving together, and has multiple gear modes in each driving mode.

[0120] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A gearbox, characterized in that: It includes an input shaft (4), a first transmission assembly, a second transmission assembly, a third transmission assembly, a fourth transmission assembly, a speed ratio adjustment device, a first intermediate shaft (5), a second intermediate shaft (6), and a motor (2); The input shaft (4) is connected to the first intermediate shaft (5) via the first transmission assembly and the second transmission assembly, respectively; The second intermediate shaft (6) is provided with a third transmission assembly, which is connected to the first transmission assembly in a transmission manner; The input shaft (4) is selectively connected to the second intermediate shaft (6) via the fourth transmission assembly. The input shaft (4) is connected to the first intermediate shaft (5) through the speed ratio adjustment device; The motor (2) is connected to the second intermediate shaft (6) via the fifth transmission assembly; The fourth transmission assembly includes a fifth driving wheel (405) disposed on the input shaft (4), a fifth driven wheel (603) disposed on the second intermediate shaft (6), and a fourth synchronizer (606). The fourth synchronizer (606) is used to selectively connect the fifth driven wheel (603). The fifth driving wheel (405) and the fifth driven wheel (603) are connected by a transmission.

2. The gearbox according to claim 1, characterized in that: The first transmission assembly includes a first drive wheel (401), a second drive wheel (402) and a first synchronizer (406) disposed on the input shaft (4), and a first driven wheel (501) and a second driven wheel (502) disposed on the first intermediate shaft (5). The first driving wheel (401) and the first driven wheel (501) are connected by a drive, and the second driving wheel (402) and the second driven wheel (502) are connected by a drive. The first synchronizer (406) is used to selectively connect the first drive wheel (401) or the second drive wheel (402).

3. The gearbox according to claim 2, characterized in that: The third transmission assembly includes a seventh drive wheel (601), an eighth drive wheel (602), and a third synchronizer (605) disposed on the second intermediate shaft (6). The third synchronizer (605) is used to selectively connect the seventh drive wheel (601) or the eighth drive wheel (602). The seventh driving wheel (601) is connected to the first driven wheel (501) in a driving connection, and the eighth driving wheel (602) is connected to the second driven wheel (502) in a driving connection.

4. The gearbox according to claim 1, characterized in that: The second transmission assembly includes a third drive wheel (403) and a fourth drive wheel (404) disposed on the input shaft (4), and a third driven wheel (503), a fourth driven wheel (504) and a second synchronizer (505) disposed on the first intermediate shaft (5). The third driving wheel (403) and the third driven wheel (503) are connected by a drive, and the fourth driving wheel (404) and the fourth driven wheel (504) are connected by a drive. The second synchronizer (505) is used to selectively connect the third driven wheel (503) or the fourth driven wheel (504).

5. The gearbox according to claim 1, characterized in that: The fifth transmission assembly includes a sixth driven wheel (604) and a sixth driving wheel (201) on the power output shaft of the motor (2). The fourth synchronizer (606) is used to selectively connect the sixth driven wheel (604). The sixth driving wheel (201) is connected to the sixth driven wheel (604) or the fifth driven wheel (603).

6. The gearbox according to claim 5, characterized in that: The fifth transmission assembly also includes a third intermediate shaft (7) and a third intermediate wheel (701) disposed on the third intermediate shaft (7). The third intermediate wheel (701) is connected to the sixth driving wheel (201) in a driving connection, and the third intermediate wheel (701) is connected to the fifth driven wheel (603) or the sixth driven wheel (604) in a driving connection.

7. The gearbox according to any one of claims 1-6, characterized in that: The speed ratio adjustment device includes a tenth driving wheel (407) loosely fitted on the input shaft (4), a tenth driven wheel (507) disposed on the first intermediate shaft (5), a fourth intermediate shaft (10), and a fourth intermediate wheel (1001) disposed on the fourth intermediate shaft (10). The fourth intermediate wheel (1001) is connected to the tenth driving wheel (407) and the tenth driven wheel (507) respectively.

8. The gearbox according to claim 7, characterized in that: The speed ratio adjustment device also includes a planetary gear mechanism (9) and a fifth synchronizer (408) for controlling the power supply between the tenth drive wheel (407) and the planetary gear mechanism (9). The fifth synchronizer (408) is mounted on the tenth drive wheel (407); The sun gear (901) of the planetary gear mechanism (9) is mounted on the input shaft (4); The fifth synchronizer (408) selectively connects to the ring gear (904) / planet carrier (903) of the planetary gear mechanism (9).

9. A power system, characterized in that: The gearbox comprising any one of claims 1-8 further comprises an engine (1) and a second control mechanism; The second control mechanism is located between the power output end of the engine (1) and the input shaft (4). The second control mechanism is used to control the power supply between the input shaft (4) and the power output end of the engine (1).

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