Hybrid special transmission and hybrid drive mechanism

Abstract

The application provides a hybrid special transmission and a hybrid driving mechanism.The hybrid special transmission can realize transmission of power received by an input shaft to a first intermediate shaft through a first gear unit or a second gear unit, or transmission of power to a second intermediate shaft through the first gear unit and a third gear unit, or the second gear unit and a fourth gear unit; can also realize transmission of power received by the first intermediate shaft to the second intermediate shaft through the first gear unit and the third gear unit, or the second gear unit and the fourth gear unit; and can also realize transmission of power received by the first intermediate shaft or the second intermediate shaft to a second half shaft through a first half shaft and a fifth gear unit, or through the first half shaft and a planetary gear mechanism.The hybrid special transmission can improve the space utilization rate and increase the number of gear modes, and each gear mode has a corresponding ultra-low speed gear mode.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and in particular to a hybrid-specific transmission. Furthermore, this invention also relates to a hybrid drive mechanism incorporating this hybrid-specific 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 known as a gearbox. A hybrid-specific transmission is a type of transmission that offers advantages such as reduced emissions and fuel consumption, while also maintaining vehicle power performance. It couples the power from the engine and the drive motor in a specific way, enabling speed and torque changes.

[0003] However, existing hybrid transmissions are quite long, making their installation on vehicles difficult. Furthermore, due to their structural limitations, existing hybrid transmissions are unable to meet the demands of off-road driving.

[0004] In addition, existing hybrid transmissions require a separate reverse gear shaft for the reverse gear mechanism, which takes up a lot of space. Furthermore, existing transmissions have fewer gears and lower transmission efficiency, making it difficult to meet the driving needs of passengers. Summary of the Invention

[0005] In view of this, the present invention aims to propose a hybrid-specific transmission to improve its performance.

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

[0007] A hybrid-specific transmission includes an input shaft, a first intermediate shaft, a second intermediate shaft, and an output shaft arranged in parallel.

[0008] The input shaft is connected to the first intermediate shaft via a first gear unit and a second gear unit, respectively. The second intermediate shaft is provided with a third gear unit and a fourth gear unit.

[0009] The input shaft is selectively connected to the second intermediate shaft via a first gear unit and a third gear unit, or the first intermediate shaft is selectively connected to the second intermediate shaft via a first gear unit and a third gear unit;

[0010] The input shaft is selectively connected to the second intermediate shaft via a second gear unit and a fourth gear unit, or the first intermediate shaft is selectively connected to the second intermediate shaft via a second gear unit and a fourth gear unit;

[0011] The input shaft is provided with a seventh synchronizer, which is used to selectively connect the first gear unit or the second gear unit; the first intermediate shaft is provided with a fifth synchronizer, which is used to control the power supply between the first gear unit and the second gear unit.

[0012] The output shaft includes a first half-shaft and a second half-shaft; the first half-shaft is connected to the first intermediate shaft and the second intermediate shaft respectively, and the second half-shaft is used to connect to the differential.

[0013] The first half-shaft is provided with a fifth gear unit and a planetary gear mechanism; the second half-shaft is provided with a sixth synchronizer that selectively connects to the fifth gear unit or the planetary gear mechanism.

[0014] Furthermore, the first gear unit includes a first driving gear and a second driving gear disposed on the input shaft, a first driven gear and a second driven gear disposed on the first intermediate shaft, and a first synchronizer selectively connecting the first driven gear or the second driven gear; the first driving gear and the first driven gear are drivenly connected, and the second driving gear and the second driven gear are drivenly connected.

[0015] Furthermore, the third gear unit includes a seventh driven gear and an eighth driven gear loosely fitted on the second intermediate shaft, and a third synchronizer disposed on the second intermediate shaft and selectively connecting the seventh driven gear or the eighth driven gear; the seventh driven gear is drivenly connected to the first driving gear or the first driven gear; the eighth driven gear is drivenly connected to the second driving gear or the second driven gear.

[0016] Furthermore, the second gear unit includes a third driving gear and a fourth driving gear disposed on the input shaft, a third driven gear and a fourth driven gear disposed on the first intermediate shaft, and a second synchronizer for selectively connecting the third driven gear or the fourth driven gear; the third driving gear and the third driven gear are drivenly connected, and the fourth driving gear and the fourth driven gear are drivenly connected.

[0017] Furthermore, the fourth gear unit includes a ninth driven gear and a tenth driven gear loosely fitted on the second intermediate shaft, and a fourth synchronizer disposed on the second intermediate shaft and selectively connecting the ninth driven gear or the tenth driven gear; the ninth driven gear is drivingly connected to the third driving gear or the third driven gear; the tenth driven gear is drivingly connected to the fourth driving gear or the fourth driven gear.

[0018] Furthermore, both the second and third drive wheels are loosely fitted onto the input shaft; the seventh synchronizer is used to selectively connect either the second or the third drive wheel.

[0019] Furthermore, the first drive wheel is loosely fitted onto the input shaft, and the first drive wheel is connected to the input shaft via a ninth synchronizer provided on the input shaft; a tenth synchronizer is also provided between the first drive wheel and the second drive wheel, and the tenth synchronizer is used to control the power supply between the first drive wheel and the second drive wheel.

[0020] Furthermore, the fifth gear unit includes a first gear disposed on the first half-shaft; a second gear is disposed on the second half-shaft, and the second gear is connected to the planetary gear mechanism for transmission; the sixth synchronizer is used to selectively connect the first gear or the second gear.

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

[0022] Furthermore, a sixth driving wheel is provided on the first intermediate shaft; a sixth driven wheel is provided on the first half shaft; a seventh driving wheel is provided on the second intermediate shaft; the sixth driving wheel and the seventh driving wheel are respectively connected to the sixth driven wheel for transmission.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] (1) The hybrid-specific transmission described in this invention can realize the transmission of power from the input bearing to the first intermediate shaft via the first gear unit or the second gear unit, or facilitate the transmission of power from the input bearing to the second intermediate shaft via the first gear unit and the third gear unit, or facilitate the transmission of power from the first intermediate bearing to the second intermediate shaft via the first gear unit and the third gear unit, or facilitate the transmission of power from the input bearing to the second intermediate shaft via the second gear unit and the fourth gear unit, or facilitate the transmission of power from the first intermediate bearing to the second intermediate shaft via the second gear unit and the fourth gear unit, thereby realizing multiple power transmission routes.

[0025] Furthermore, the power connected to the first intermediate shaft or the second intermediate bearing is transmitted to the second half shaft via the first half shaft and the fifth gear unit, or via the first half shaft and the planetary gear mechanism. This saves space while greatly increasing the number of gear modes, and each gear mode has a corresponding ultra-low speed gear mode, thus better meeting the needs of use.

[0026] Meanwhile, by optimizing the spatial arrangement of the transmission gears, space utilization can be improved, and the structure is simple and compact. It also facilitates the realization of reverse gear mode without the need for a separate reverse gear shaft.

[0027] (2) The first gear unit includes a first driving gear, a second driving gear, a first driven gear, a second driven gear and a first synchronizer. The first driving gear or the second driving gear can be selectively connected through the first synchronizer to realize the transmission of power from the input shaft to the first intermediate shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0028] (3) The third gear unit includes a seventh driven gear, an eighth driven gear and a third synchronizer. The seventh driven gear or the eighth driven gear can be selectively connected through the third synchronizer, so that the power connected to the input bearing can be transmitted to the second intermediate shaft through the eighth driven gear, or the power connected to the first intermediate bearing can be transmitted to the second intermediate shaft through the seventh driven gear. This can add a forward gear while realizing the reverse gear mode.

[0029] (4) The second gear unit includes a third driving gear, a fourth driving gear, a third driven gear, a fourth driven gear, and a second synchronizer. The third driven gear or the fourth driven gear can be selectively connected through the second synchronizer to realize the transmission of power from the input shaft to the first intermediate shaft. This is convenient for arrangement and facilitates gear shifting and vehicle speed adjustment.

[0030] (5) The fourth gear unit includes the ninth driven gear, the tenth driven gear and the fourth synchronizer, and the fourth synchronizer can selectively connect the ninth driven gear and the tenth driven gear, so that the power connected to the input bearing or the power connected to the first intermediate bearing can be transmitted to the second intermediate shaft through the ninth driven gear or the tenth driven gear. The ninth driven gear and the tenth driven gear are arranged on the second intermediate shaft, which can make full use of the transmission space and increase the number of gear modes, thereby enriching the function of the transmission and improving driving pleasure.

[0031] (6) By loosely mounting the second and third drive wheels on the input shaft and setting the seventh synchronizer, it is easier to realize more gear modes and ultra-low speed gear modes.

[0032] (7) The first active wheel is set to be placed on the input shaft, and the ninth synchronizer and the tenth synchronizer are added. With a small space occupation, it is conducive to realizing more gear modes.

[0033] (8) The first gear, the second gear and the fourth synchronizer are provided so that the power connected to the first half shaft can be directly transmitted to the second half shaft, or so that the power connected to the first half shaft can be transmitted to the second half shaft through the planetary gear mechanism, the second gear and the fourth synchronizer.

[0034] (9) The sun gear of the planetary gear machine is located on the first half shaft, and the ring gear or planetary carrier is connected to the second gear. This facilitates the transmission of power from the first half shaft to the output shaft via the sun gear, ring gear or planetary carrier, and second gear. This facilitates the realization of ultra-low speed gear mode, thereby improving the off-road performance of the vehicle. Each gear mode has a corresponding ultra-low speed gear, which can greatly enrich the performance of the hybrid special transmission and make it convenient for the driver to select the appropriate gear mode.

[0035] (10) By setting a sixth driving wheel on the first intermediate shaft and a seventh driving wheel on the second intermediate shaft, and connecting the sixth driving wheel and the seventh driving wheel to the sixth driven wheel on the first half shaft respectively, it is convenient for the power on the first intermediate shaft to be transmitted to the first half shaft via the sixth driving wheel and the sixth driven wheel, and it is also convenient for the power on the second intermediate shaft to be transmitted to the first half shaft via the seventh driving wheel and the sixth driven wheel.

[0036] Another object of the present invention is to provide a hybrid drive mechanism, which includes a hybrid-specific transmission as described above, and further includes an engine and a clutch disposed between the power output end of the engine and the input shaft, the clutch being used to control the power supply between the power output end of the engine and the input shaft.

[0037] Furthermore, it also includes a motor, the power output end of which is connected to the input shaft via a transmission connection.

[0038] The hybrid drive mechanism described in this invention, by placing the clutch at the power output end of the engine and controlling the power connection between the input shaft and the engine power output end, and simultaneously connecting the power output end of the motor to the input shaft, facilitates the realization of multiple drive modes such as engine-only drive, motor-only drive, and engine and motor-driven operation. Furthermore, each drive mode has multiple different gear modes, thus better meeting usage requirements. Attached Figure Description

[0039] 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:

[0040] Figure 1 This is a schematic diagram of the hybrid-specific transmission described in an embodiment of the present invention in its application state;

[0041] Figure 2 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the first gear mode;

[0042] Figure 3This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the second gear mode;

[0043] Figure 4 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the third gear mode;

[0044] Figure 5 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the fourth gear mode;

[0045] Figure 6 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the fifth gear mode;

[0046] Figure 7 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the sixth gear mode;

[0047] Figure 8 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the seventh gear mode;

[0048] Figure 9 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the eighth gear mode;

[0049] Figure 10 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the ninth gear mode;

[0050] Figure 11 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the first reverse gear mode;

[0051] Figure 12 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in the second reverse gear mode;

[0052] Figure 13 This is a schematic diagram of the power transmission route of the hybrid-specific transmission described in this embodiment of the invention when the engine is in an ultra-low speed gear mode.

[0053] Explanation of reference numerals in the attached figures:

[0054] 1. Clutch;

[0055] 2. Input shaft; 201. First drive wheel; 202. Second drive wheel; 203. Third drive wheel; 204. Fourth drive wheel; 205. Seventh synchronizer; 206. Ninth synchronizer; 207. Tenth synchronizer;

[0056] 4. First intermediate shaft; 401. First driven wheel; 402. Second driven wheel; 403. Third driven wheel; 404. Fourth driven wheel; 405. First synchronizer; 406. Second synchronizer; 407. Sixth driving wheel; 408. Fifth synchronizer;

[0057] 5. Second intermediate shaft; 501. Seventh driven wheel; 502. Eighth driven wheel; 503. Ninth driven wheel; 504. Tenth driven wheel; 505. Third synchronizer; 506. Fourth synchronizer; 507. Seventh driving wheel;

[0058] 7. Output shaft; 701. First half-shaft; 702. Second half-shaft; 7010. Sixth driven gear; 7011. Sun gear; 7012. Planet gears; 7013. Ring gear; 7014. Planet carrier; 7015. First gear; 7016. Second gear; 7021. Sixth synchronizer;

[0059] 10. Engine; 20. Electric motor; 30. Differential. Detailed Implementation

[0060] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0061] 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.

[0062] Furthermore, in the description of this invention, unless otherwise explicitly 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.

[0063] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0064] This embodiment relates to a hybrid-specific transmission, which, in terms of its overall structure, is as follows: Figure 1 As shown, the hybrid-specific transmission mainly includes an input shaft 2, a first intermediate shaft 4, a second intermediate shaft 5, and an output shaft 7 arranged in parallel.

[0065] The input shaft 2 is connected to the first intermediate shaft 4 via a first gear unit and a second gear unit, which facilitates the transmission of power received by the input shaft 2 to the first intermediate shaft 4 via the first gear unit or via the second gear unit.

[0066] The second intermediate shaft 5 is provided with a third gear unit and a fourth gear unit. The input shaft 2 is selectively connected to the second intermediate shaft 5 through the first gear unit and the third gear unit. The first intermediate shaft 4 is selectively connected to the second intermediate shaft 5 through the first gear unit and the third gear unit. This facilitates the transmission of power received by the input shaft 2 to the second intermediate shaft 5 through the first gear unit and the third gear unit, or facilitates the transmission of power received by the first intermediate shaft 4 to the second intermediate shaft 5 through the first gear unit and the third gear unit.

[0067] Furthermore, the input shaft 2 is selectively connected to the second intermediate shaft 5 via the second gear unit and the fourth gear unit, or the first intermediate shaft 4 is selectively connected to the second intermediate shaft 5 via the second gear unit and the fourth gear unit. This facilitates the transmission of power received by the input shaft 2 to the second intermediate shaft 5 via the second gear unit and the fourth gear unit, or facilitates the transmission of power received by the first intermediate shaft 4 to the second intermediate shaft 5 via the second gear unit and the fourth gear unit.

[0068] Furthermore, a seventh synchronizer 205 is fixed on the input shaft 2. The seventh synchronizer 205 is used to selectively connect the first gear unit or the second gear unit. Meanwhile, a fifth synchronizer 408 is loosely fitted on the first intermediate shaft 4. The fifth synchronizer 408 is used to control the power supply between the first gear unit and the second gear unit, which facilitates the transmission of power between the first gear unit and the second gear unit, thereby enabling the addition of multiple gear modes.

[0069] In addition, the first intermediate shaft 4 and the second intermediate shaft 5 are respectively connected to the output shaft 7 for transmission, which facilitates the transmission of power received by the first intermediate shaft 4 to the output shaft 7, or facilitates the transmission of power received by the second intermediate shaft 5 to the output shaft 7, thereby enabling the vehicle to move.

[0070] The output shaft 7 can be directly used as the input shaft of the differential 30, directly outputting power to the differential 30. In a preferred embodiment, the output shaft 7 includes a first half-shaft 701 and a second half-shaft 702. The first half-shaft 701 is connected to the first intermediate shaft 4 and the second intermediate shaft 5, respectively, and is equipped with a fifth gear unit and a planetary gear mechanism. The second half-shaft 702 is fixedly equipped with a sixth synchronizer 7021, which selectively connects to either the fifth gear unit or the planetary gear mechanism. Thus, power from the first intermediate shaft 4 or the second intermediate shaft 5 can be transmitted to the second half-shaft 702 via the first half-shaft 701 and the fifth gear unit, or via the first half-shaft 701 and the planetary gear mechanism.

[0071] Furthermore, as a preferred arrangement, the first half-shaft 701 and the second half-shaft 702 in this embodiment are arranged coaxially, which facilitates the arrangement of the gear unit and makes the hybrid drive device of this embodiment more compact in structure and occupies less space.

[0072] The aforementioned first gear unit is used to transmit power from the input shaft 2 to the first intermediate shaft 4. In a preferred embodiment, the first gear unit includes a first driving gear 201 and a second driving gear 202 loosely fitted on the input shaft 2, a first driven gear 401 and a second driven gear 402 loosely fitted on the first intermediate shaft 4, and a first synchronizer 405 fixed to the first intermediate shaft 4. The first driving gear 201 and the first driven gear 401 are connected by gear meshing, and the second driving gear 202 and the second driven gear 402 are also connected by gear meshing. The first synchronizer 405 is used to selectively connect either the first driven gear 401 or the second driven gear 402.

[0073] Meanwhile, the first driving wheel 201 is connected to the input shaft 2 via a ninth synchronizer 206 fixed to the input shaft 2. A tenth synchronizer 207 is also provided between the first driving wheel 201 and the second driving wheel 202, which is used to control the power supply between the first driving wheel 201 and the second driving wheel 202. Thus, the power received by the input shaft 2 can be transmitted to the first intermediate shaft 4 via the ninth synchronizer 206, the first driving wheel 201, and the first driven wheel 401, or via the ninth synchronizer 206, the first driving wheel 201, the tenth synchronizer 207, the second driving wheel 202, and the second driven wheel 402.

[0074] It should be noted that the tenth synchronizer 207 in this embodiment is a bidirectional synchronizer loosely fitted on the input shaft. This bidirectional synchronizer can link the first drive wheel 201 and the second drive wheel 202. That is, when the tenth synchronizer 207 is engaged, the first drive wheel 201 and the second drive wheel 202 can rotate synchronously. Furthermore, it is feasible to use an existing bidirectional double-sided synchronizer or a bidirectional single-sided synchronizer.

[0075] It should be noted that in other embodiments, the first drive wheel can also be fixed on the input shaft 2. In this case, there is no need to set the ninth synchronizer 206 and the tenth synchronizer 207, but the number of gear modes is relatively small.

[0076] The aforementioned second gear unit is also used to transmit power from the input shaft 2 to the first intermediate shaft 4. In a preferred embodiment, the second gear unit includes a third driving gear 203 loosely fitted on the input shaft 2, a fourth driving gear 204 fixedly mounted on the input shaft 2, a third driven gear 403 and a fourth driven gear 404 loosely fitted on the first intermediate shaft 4, and a second synchronizer 406 fixedly mounted on the first intermediate shaft 4. The third driving gear 203 and the third driven gear 403 are connected by gear meshing, as are the fourth driving gear 204 and the fourth driven gear 404. The second synchronizer 406 is used to selectively connect either the third driven gear 403 or the fourth driven gear 404. Meanwhile, the seventh synchronizer 205 on the input shaft 2 is used to selectively connect the second drive wheel 202 and the third drive wheel 203, thereby allowing the power received by the input shaft 2 to be transmitted to the first intermediate shaft 4 through the seventh synchronizer 205, the third drive wheel 203, and the third driven wheel 403, or through the seventh synchronizer 205, the fourth drive wheel 204, and the fourth driven wheel 404.

[0077] The aforementioned fifth gear unit, in a preferred embodiment, includes a first gear 7015 fixed on the first half-shaft 701, a second gear 7016 loosely fitted on the second half-shaft 702, the second gear 7016 being connected to a planetary gear mechanism, and the aforementioned sixth synchronizer 7021 being used to selectively connect the first gear 7015 or the second gear 7016. Through the connection of the sixth synchronizer 7021 with the first gear 7015 or the second gear 7016, the power received by the first half-shaft 701 can be transmitted to the second half-shaft 702 via the first gear 7015 and the sixth synchronizer 7021, or the power received by the first half-shaft 701 can be transmitted to the second half-shaft 702 via the first gear 7015, the planetary gear mechanism, the second gear 7016, and the sixth synchronizer 7021.

[0078] In another preferred embodiment, the aforementioned planetary gear mechanism mainly includes a sun gear 7011, a ring gear 7013, and planet gears 7012 that are respectively connected to the sun gear 7011 and the ring gear 7013. The sun gear 7011 is fixed to the first half-shaft 701, and the ring gear 7013 is fixed to the transmission housing. The second gear 7016 is loosely fitted onto the second half-shaft 702 and connected to the planet carrier 7014 of the planetary gear mechanism. At this time, the sixth synchronizer 7021 can be connected to the planet carrier 7014 through the connection of the second gear 7016.

[0079] It should be noted that if the planet carrier 7014 of the planetary gear mechanism is fixed to the transmission housing, the second gear 7016 can be connected to the ring gear 7013, and the fourth synchronizer 506 can be connected to the ring gear 7013 by connecting the second gear 7016. This arrangement also facilitates the selective connection of the planetary gear mechanism by the control mechanism.

[0080] The aforementioned third gear unit, as a preferred and feasible implementation, includes a seventh driven gear 501 and an eighth driven gear 502 loosely fitted on the second intermediate shaft 5, and a third synchronizer 505 fixed on the second intermediate shaft 5. The seventh driven gear 501 is connected to the first intermediate shaft 4 via the first gear unit, and the eighth driven gear 502 is connected to the input shaft 2 via the first gear unit. The third synchronizer 505 is used to selectively connect either the seventh driven gear 501 or the eighth driven gear 502, thereby allowing power from the input shaft 2 to be transmitted to the second intermediate shaft 5 via the first gear unit and the eighth driven gear 502, or facilitating power transmission from the first intermediate shaft 4 to the second intermediate shaft 5 via the first gear unit and the seventh driven gear 501, thus enabling multiple gear modes.

[0081] As a preferred arrangement, the first driven wheel 401 or the second driven wheel 402 is connected to the seventh driven wheel 501 by gear meshing, and the first driving wheel 201 or the second driving wheel 202 is connected to the eighth driven wheel 502 by gear meshing. In this embodiment, specifically... Figure 1 The first driven wheel 401 and the seventh driven wheel 501 are connected by gear meshing, and the second driving wheel 202 and the eighth driven wheel 502 are connected by gear meshing, as shown in the example for detailed explanation.

[0082] It can be understood here that, in addition to the connection method described above, the seventh driven wheel 501 can also be connected to the second driven wheel 402, and the eighth driven wheel 502 can also be connected to the first driving wheel 201. In this way, the power received by the input shaft 2 can be transmitted to the second intermediate shaft 5.

[0083] The aforementioned fourth gear unit, in a preferred embodiment, includes a ninth driven gear 503 and a tenth driven gear 504 loosely fitted on the second intermediate shaft 5, and a fourth synchronizer 506 fixed on the second intermediate shaft 5. The ninth driven gear 503 and the tenth driven gear 504 are respectively connected to the input shaft 2 via the second gear unit, and the fourth synchronizer 506 is used to selectively connect either the eighth driven gear 502 or the ninth driven gear 503. This allows power on the input shaft 2 to be transmitted to the second intermediate shaft 5 via the second gear unit and the ninth driven gear 503, or via the second gear unit and the tenth driven gear 504.

[0084] As a preferred arrangement, the ninth driven wheel 503 is connected to the third driving wheel 203 or the third driven wheel 403 by gear meshing, and the tenth driven wheel 504 is connected to the fourth driving wheel 204 or the fourth driven wheel 404 by gear meshing. In this embodiment, specifically... Figure 1 The following is a detailed explanation using the example of the ninth driven wheel 503 being connected to the third driving wheel 203 by gear meshing, and the tenth driven wheel 504 being connected to the fourth driving wheel 204 by gear meshing.

[0085] It should be noted here that, in addition to the connection method described above, the ninth driven wheel 503 and the tenth driven wheel 504 can also be connected by gear meshing with the third driven wheel 403, and the tenth driven wheel 504 can be connected by gear meshing with the fourth driven wheel 404. In this way, the power received by the input shaft 2 can also be transmitted to the second intermediate shaft 5.

[0086] It should also be noted that the fifth synchronizer 408 in this embodiment is preferably a bidirectional synchronizer loosely fitted on the first intermediate shaft 4. This bidirectional synchronizer can link the second driven wheel 402 and the third driven wheel 403. That is, when the fifth synchronizer 408 is engaged, the second driven wheel 402 and the third driven wheel 403 can rotate synchronously, which is beneficial for the transmission of power from the input shaft 2 to the second driven wheel 202 via the third driving wheel 203, the third driven wheel 403, the fifth synchronizer 408, and the second driven wheel 402. With this bidirectional synchronizer, ultra-low speed gears can be achieved, better meeting the off-road needs of customers. Furthermore, it is feasible to use existing bidirectional double-sided synchronizers or bidirectional single-sided synchronizers.

[0087] As a preferred and feasible implementation, in this embodiment, a sixth driving wheel 407 is fixed on the first intermediate shaft 4, and a seventh driving wheel 507 is fixed on the second intermediate shaft 5. The sixth driving wheel 407 and the seventh driving wheel 507 are respectively connected to the sixth driven wheel 7010 fixed on the first half-shaft 701 by gear meshing. This facilitates the transmission of power from the first intermediate shaft 4 to the output shaft 7 via the sixth driving wheel 407 and the sixth driven wheel 7010, or the transmission of power from the second intermediate shaft 5 to the output shaft 7 via the seventh driving wheel 507 and the sixth driven wheel 7010.

[0088] The hybrid-specific transmission in this embodiment, through optimized spatial arrangement of transmission gears and the planetary gear mechanism, can achieve more different gear modes, smooth shifting without jerking, and can realize ultra-low speed gear mode to improve off-road performance. Moreover, the smoother shifting and improved space utilization can better meet the needs of use.

[0089] Furthermore, its overall length is short, its structure is compact, and its layout in the vehicle is convenient. It achieves reverse gear functionality without requiring a separate reverse gear shaft, and it maintains reverse gear functionality under all operating conditions, thus significantly improving the driving experience. Additionally, its input shaft 2, first intermediate shaft 4, and second intermediate shaft 5 are arranged in parallel, and all three can be positioned along the edges of a triangular prism, further enhancing the overall compactness of the structure. This hybrid-specific transmission features pure electric capability in all gears and an ultra-low speed mode in all gears, meeting the user's need for ultra-low gears without stopping, thereby improving driving performance. Simultaneously, it allows the engine to operate in the high-power range for extended periods, thus reducing overall fuel consumption and extending engine life.

[0090] Furthermore, this embodiment also relates to a hybrid drive mechanism, which includes the aforementioned hybrid-specific transmission, an engine 10, and a clutch 1 disposed between the power output end of the engine 10 and the input shaft 2. The clutch 1 is used to control the power supply between the power output end of the engine 10 and the input shaft 2. The clutch 1 can be a standard component, thereby reducing the overall cost of the hybrid drive device.

[0091] In addition, the hybrid drive mechanism of this embodiment also includes a motor 20, the power output end of which is connected to the input shaft 2 and is preferably arranged after the clutch 1. In other embodiments, in addition to being arranged after the clutch 1, the motor 20 can also be connected to the input shaft 2 or the first intermediate shaft 4 through a first gear unit, or to the input shaft 2 or the first intermediate shaft 4 through a second gear unit, or to the second intermediate shaft 5 through a third gear unit or a fourth gear unit, or directly or through other gear units to the input shaft 2, the first intermediate shaft 4, or the second intermediate shaft 5. In this case, the power of the motor is first transmitted to the shaft connected to the motor drive, and then the power transmission continues according to the power transmission route described below.

[0092] In the above structure, the engine 10, motor 20, and clutch 1 facilitate the transmission of power from the engine 10, the motor 20, or the combined power of the engine 10 and motor 20 to the input shaft 2. This allows the hybrid drive mechanism of this embodiment to have three drive modes: engine 10-only drive mode, engine 10 and motor 20 combined drive mode, and motor 20-only drive mode. The power transmission routes for each gear in the engine 10 and motor 20 combined drive mode and motor 20-only drive mode are the same as those in the engine 10-only drive mode. The following detailed explanation will focus on the gear modes in the engine 10-only drive mode.

[0093] In engine 10 independent drive mode, the modes for each gear are as follows:

[0094] a) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in first gear mode can be as follows: Figure 2 As shown, clutch 1 is engaged, ninth synchronizer 206 and first drive wheel 201 are engaged, first synchronizer 405 and first driven wheel 401 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as the first gear of a hybrid-specific transmission.

[0095] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → ninth synchronizer 206 → first driving wheel 201 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0096] b) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in second gear mode can be as follows: Figure 3As shown, clutch 1 is engaged, seventh synchronizer 205 and second drive wheel 202 are engaged (or ninth synchronizer 206 and first drive wheel 201 are engaged, and tenth synchronizer 207 is engaged with first drive wheel 201 and second drive wheel 202), third synchronizer 505 and eighth driven wheel 502 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as the second gear of a hybrid-specific transmission.

[0097] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → second drive wheel 202 → eighth driven wheel 502 → third synchronizer 505 → second intermediate shaft 5 → seventh drive wheel 507 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0098] Alternatively, it could be: Engine 10 → Clutch 1 → Input Shaft 2 → Ninth Synchronizer 206 → First Drive Wheel 201 → Tenth Synchronizer 207 → Second Drive Wheel 202 → Eighth Driven Wheel 502 → Third Synchronizer 505 → Second Intermediate Shaft 5 → Seventh Drive Wheel 507 → Sixth Driven Wheel 7010 → First Half Shaft 701 → First Gear 7015 → Sixth Synchronizer 7021 → Second Half Shaft 702 → Differential 30.

[0099] c) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in the third gear mode can be as follows: Figure 4 As shown, clutch 1 is engaged, seventh synchronizer 205 and second drive wheel 202 are engaged (or ninth synchronizer 206 and first drive wheel 201 are engaged, and tenth synchronizer 207 is engaged with first drive wheel 201 and second drive wheel 202), first synchronizer 405 and second driven wheel 402 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as the third gear of a hybrid-specific transmission.

[0100] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → second drive wheel 202 → second driven wheel 402 → first synchronizer 405 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0101] Alternatively, it could be: Engine 10 → Clutch 1 → Input Shaft 2 → Ninth Synchronizer 206 → First Drive Wheel 201 → Tenth Synchronizer 207 → Second Drive Wheel 202 → Second Driven Wheel 402 → First Synchronizer 405 → First Intermediate Shaft 4 → Sixth Drive Wheel 407 → Sixth Driven Wheel 7010 → First Half Shaft 701 → First Gear 7015 → Sixth Synchronizer 7021 → Second Half Shaft 702 → Differential 30.

[0102] d) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in fourth gear mode can be as follows: Figure 5 As shown, clutch 1 is engaged, seventh synchronizer 205 and third drive wheel 203 are engaged, fourth synchronizer 506 and ninth driven wheel 503 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as the fourth gear of a hybrid-specific transmission.

[0103] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → third drive wheel 203 → ninth driven wheel 503 → fourth synchronizer 506 → second intermediate shaft 5 → seventh drive wheel 507 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0104] e) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in fifth gear mode can be as follows: Figure 6 As shown, clutch 1 is engaged, seventh synchronizer 205 and third drive wheel 203 are engaged, second synchronizer 406 and third driven wheel 403 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as the fifth gear of a hybrid-specific transmission.

[0105] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → third drive wheel 203 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0106] f) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in sixth gear mode can be as follows: Figure 7 As shown, clutch 1 is engaged, sixth synchronizer 7021 and first gear 7015 are engaged, and fourth synchronizer 506 and tenth driven pulley 504 are engaged. This gear mode can be used as a sixth gear in a hybrid-specific transmission.

[0107] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → fourth drive wheel 204 → tenth driven wheel 504 → fourth synchronizer 506 → second intermediate shaft 5 → seventh drive wheel 507 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0108] g) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in seventh gear mode can be as follows: Figure 8 As shown, clutch 1 is engaged, second synchronizer 406 and fourth driven wheel 404 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as a seventh gear in a hybrid-specific transmission.

[0109] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → fourth drive wheel 204 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0110] h) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in eighth gear mode can be as follows: Figure 9 As shown, clutch 1 is engaged, first synchronizer 405 and first driven wheel 401 are engaged, seventh synchronizer 205 and third driving wheel 203 are engaged, tenth synchronizer 207 is engaged with second driving wheel 202 and third driving wheel 203, fifth synchronizer 408 is engaged with second driven wheel 402 and third driven wheel 403, and sixth synchronizer 7021 and first gear 7015 are engaged.

[0111] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → third drive wheel 203 → third driven wheel 403 → fifth synchronizer 408 → second driven wheel 402 → second drive wheel 202 → tenth synchronizer 207 → first drive wheel 201 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth drive wheel 407 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0112] i) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in the ninth gear mode can be as follows: Figure 10 As shown, clutch 1 is engaged, seventh synchronizer 205 and third drive wheel 203 are engaged, fifth synchronizer 408 is engaged with second driven wheel 402 and third driven wheel 403, third synchronizer 505 and eighth driven wheel 502 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged.

[0113] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → seventh synchronizer 205 → third drive wheel 203 → third driven wheel 403 → fifth synchronizer 408 → second driven wheel 402 → second drive wheel 202 → eighth driven wheel 502 → third synchronizer 505 → second intermediate shaft 5 → seventh drive wheel 507 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0114] g) When the engine is in drive mode, the power transmission route of the hybrid-specific transmission in the first reverse gear mode can be as follows: Figure 11 As shown, clutch 1 is engaged, ninth synchronizer 206 and first drive wheel 201 are engaged, third synchronizer 505 and seventh driven wheel 501 are engaged, and sixth synchronizer 7021 and first gear 7015 are engaged. This gear mode can be used as reverse gear for a hybrid-specific transmission.

[0115] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → ninth synchronizer 206 → first drive wheel 201 → first driven wheel 401 → seventh driven wheel 501 → third synchronizer 505 → second intermediate shaft 5 → seventh drive wheel 507 → sixth driven wheel 7010 → first half shaft 701 → first gear 7015 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0116] k) When the engine is in drive mode 10, the power transmission route of the hybrid-specific transmission in the second reverse gear mode can be as follows: Figure 12 As shown, clutch 1 is engaged, third synchronizer 505 and seventh driven wheel 501 are engaged, seventh synchronizer 205 and third driving wheel 203 are engaged, tenth synchronizer 207 is engaged with second driving wheel 202 and third driving wheel 203, fifth synchronizer 408 is engaged with second driven wheel 402 and third driven wheel 403, and sixth synchronizer 7021 and first gear 7015 are engaged.

[0117] At this time, the power transmission route is as follows: Engine 10 → Clutch 1 → Input Shaft 2 → Seventh Synchronizer 205 → Third Drive Wheel 203 → Third Driven Wheel 403 → Fifth Synchronizer 408 → Second Driven Wheel 402 → Second Drive Wheel 202 → Tenth Synchronizer 207 → First Drive Wheel 201 → First Driven Wheel 401 → Seventh Driven Wheel 501 → Third Synchronizer 505 → Second Intermediate Shaft 5 → Seventh Drive Wheel 507 → Sixth Driven Wheel 7010 → First Half Shaft 701 → First Gear 7015 → Sixth Synchronizer 7021 → Second Half Shaft 702 → Differential 30.

[0118] l) When the engine is in drive mode, the power transmission route of the hybrid-specific transmission in ultra-low gear mode can be as follows: Figure 13 As shown, clutch 1 is engaged, ninth synchronizer 206 and first drive wheel 201 are engaged, first synchronizer 405 and first driven wheel 401 are engaged, and sixth synchronizer 7021 and second gear 7016 are engaged. This gear mode can be used as an ultra-low speed gear in a hybrid-specific transmission.

[0119] At this time, the power transmission route is: engine 10 → clutch 1 → input shaft 2 → ninth synchronizer 206 → first driving wheel 201 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → sixth driven wheel 7010 → first half shaft 701 → sun gear 7011 → planet gear 7012 → planet carrier 7014 → second gear 7016 → sixth synchronizer 7021 → second half shaft 702 → differential 30.

[0120] Still refer to Figure 1 As shown, when the vehicle is parked with low remaining battery power, motor 20 generates electricity to charge the battery, and clutch 1 is in the disengaged state.

[0121] It should be noted that, among the gear modes given above, in the engine 10 drive mode, the ultra-low speed gear corresponds to the first gear. The difference between the ultra-low speed gear and the first gear is that, in the first gear, power is transmitted to the differential 30 via the first half-shaft 701, the first gear 7015, the fourth synchronizer 506, and the second half-shaft 702 after being transmitted to the first half-shaft 701, while in the ultra-low speed gear, power is transmitted to the differential 30 via the planetary gear mechanism, the second gear 7016, the fourth synchronizer 506, and the second half-shaft 702 after being transmitted to the first half-shaft 701.

[0122] However, in addition to the two gear modes mentioned above, the other gear modes also have their own corresponding ultra-low speed gears. The only difference is that after the power is transmitted to the first half-shaft 701, the power is not transmitted to the differential 30 through the first gear 7015, the fourth synchronizer 506, and the second half-shaft 702. Instead, similar to the aforementioned ultra-low speed gears, after the power is transmitted to the first half-shaft 701, it is transmitted to the differential 30 through the planetary gear mechanism, the second gear 7016, the fourth synchronizer 506, and the second half-shaft 702.

[0123] In this embodiment, the hybrid drive mechanism, by placing the clutch 1 between the power output end of the engine 10 and the input shaft 2, and using it to control the power connection between the input shaft 2 and the power output end of the engine 10, allows power from the engine 10 to be transmitted to the input shaft 2. Furthermore, the motor 20 is positioned after the clutch 1 and is connected to the input shaft 2 via a transmission connection. This enables multiple drive modes, including engine 10 driving alone, motor 20 driving alone, and engine 10 and motor 20 driving together. The corresponding gear transmission routes are the same in each drive mode, and it also enables ultra-low speed gears, providing good off-road performance.

[0124] 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 hybrid-specific transmission, characterized in that: It includes an input shaft (2), a first intermediate shaft (4), a second intermediate shaft (5), and an output shaft (7) arranged in parallel. The input shaft (2) is connected to the first intermediate shaft (4) via a first gear unit and a second gear unit, respectively. The second intermediate shaft (5) is provided with a third gear unit and a fourth gear unit. The input shaft (2) is selectively connected to the second intermediate shaft (5) through the first gear unit and the third gear unit, or the first intermediate shaft (4) is selectively connected to the second intermediate shaft (5) through the first gear unit and the third gear unit; The input shaft (2) is selectively connected to the second intermediate shaft (5) via the second gear unit and the fourth gear unit, or the first intermediate shaft (4) is selectively connected to the second intermediate shaft (5) via the second gear unit and the fourth gear unit. The input shaft (2) is provided with a seventh synchronizer (205), which is used to selectively connect the first gear unit or the second gear unit; the first intermediate shaft (4) is provided with a fifth synchronizer (408), which is used to control the power supply between the first gear unit and the second gear unit; The output shaft (7) includes a first half-shaft (701) and a second half-shaft (702); the first half-shaft (701) is connected to the first intermediate shaft (4) and the second intermediate shaft (5) respectively, and the second half-shaft (702) is used to connect to the differential (30); The first half-shaft (701) is provided with a fifth gear unit and a planetary gear mechanism; the second half-shaft (702) is provided with a sixth synchronizer (7021) that selectively connects the fifth gear unit or the planetary gear mechanism; the first gear unit includes a first driving gear (201) and a second driving gear (202) provided on the input shaft (2), a first driven gear (401) and a second driven gear (402) provided on the first intermediate shaft (4), and a first synchronizer (405) that selectively connects the first driven gear (401) or the second driven gear (402); The first driving wheel (201) and the first driven wheel (401) are connected by a drive, and the second driving wheel (202) and the second driven wheel (402) are connected by a drive. The second gear unit includes a third driving gear (203) on the input shaft (2), a third driven gear (403) on the first intermediate shaft (4), and a second synchronizer (406). The third driving gear (203) and the third driven gear (403) are connected in a drive, and the second synchronizer (406) is used to selectively connect the third driven gear (403). The second drive wheel (202) and the third drive wheel (203) are both loosely fitted onto the input shaft (2); The seventh synchronizer (205) is used to selectively connect the second drive wheel (202) or the third drive wheel (203). The first drive wheel (201) is loosely fitted on the input shaft (2), and the first drive wheel (201) is connected to the input shaft (2) through the ninth synchronizer (206) provided on the input shaft (2); A tenth synchronizer (207) is also provided between the first drive wheel (201) and the second drive wheel (202), the tenth synchronizer (207) being used to control the power supply between the first drive wheel (201) and the second drive wheel (202); The third gear unit includes a seventh driven wheel (501) loosely fitted on the second intermediate shaft (5) and a third synchronizer (505) provided on the second intermediate shaft (5). The third synchronizer (505) is used to selectively connect the seventh driven wheel (501), and the seventh driven wheel (501) is connected to the first driven wheel (401) in a transmission connection.

2. The hybrid-specific transmission according to claim 1, characterized in that: The third gear unit also includes an eighth driven gear (502) loosely fitted on the second intermediate shaft (5), and a third synchronizer (505) provided on the second intermediate shaft (5); The third synchronizer (505) is used to selectively connect the eighth driven wheel (502); The eighth driven wheel (502) is connected to the second driving wheel (202) or the second driven wheel (402) in a transmission connection.

3. The hybrid-specific transmission according to claim 1, characterized in that: The second gear unit also includes a fourth driving gear (204) disposed on the input shaft (2), a fourth driven gear (404) disposed on the first intermediate shaft (4), and a second synchronizer (406). The fourth driving wheel (204) and the fourth driven wheel (404) are connected by a drive, and the second synchronizer (406) is used to selectively connect the fourth driven wheel (404).

4. The hybrid-specific transmission according to claim 3, characterized in that: The fourth gear unit includes a ninth driven gear (503) and a tenth driven gear (504) loosely fitted on the second intermediate shaft (5), and a fourth synchronizer (506) disposed on the second intermediate shaft (5) and selectively connecting the ninth driven gear (503) or the tenth driven gear (504). The ninth driven wheel (503) is connected to the third driving wheel (203) or the third driven wheel (403) in a transmission connection; The tenth driven wheel (504) is connected to the fourth driving wheel (204) or the fourth driven wheel (404) in a transmission connection.

5. The hybrid-specific transmission according to claim 1, characterized in that: The fifth gear unit includes a first gear (7015) disposed on the first half-shaft (701). The second half-shaft (702) is provided with a second gear (7016), which is connected to the planetary gear mechanism for transmission. The sixth synchronizer (7021) is used to selectively connect the first gear (7015) or the second gear (7016).

6. The hybrid-specific transmission according to claim 5, characterized in that: The sun gear (7011) of the planetary gear mechanism is mounted on the first half-shaft (701); The ring gear (7013) or planet carrier (7014) of the planetary gear mechanism is connected to the second gear (7016); The first half-shaft (701) and the second half-shaft (702) are arranged coaxially.

7. The hybrid-specific transmission according to any one of claims 1-6, characterized in that: The first intermediate shaft (4) is provided with a sixth drive wheel (407); The first half-shaft (701) is provided with a sixth driven wheel (7010); The second intermediate shaft (5) is provided with a seventh drive wheel (507); The sixth driving wheel (407) and the seventh driving wheel (507) are respectively connected to the sixth driven wheel (7010) for transmission.

8. A hybrid drive mechanism, characterized in that: The hybrid-specific transmission according to any one of claims 1-7 further includes an engine (10) and a clutch (1) disposed between the power output end of the engine (10) and the input shaft (2), the clutch (1) being used to control the power supply between the power output end of the engine (10) and the input shaft (2).

9. The hybrid drive mechanism according to claim 8, characterized in that: It also includes a motor (20), the power output end of which is connected to the input shaft (2) via a transmission.

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