Transverse two-gear hybrid transmission system and vehicle

Abstract

The invention discloses a transverse two-gear hybrid transmission system which comprises an engine and a gearbox, the gearbox comprises an input shaft in transmission connection with a power output shaft of the engine, a first output gear is fixedly arranged on the input shaft, and the first output gear is in transmission connection with a generator; a first-gear driving gear and a second-gear driving gear which are rotatably arranged on the input shaft are correspondingly arranged on the two axial sides of the first output gear respectively; a first-gear clutch; a second-gear clutch; a second output gear, a first-gear driven gear and a second-gear driven gear are fixedly arranged on the intermediate transmission shaft, the second output gear is in transmission connection with the input end of the differential mechanism, and the first-gear driven gear or the second-gear driven gear is in transmission connection with the output end of the driving motor; the invention further discloses a vehicle. The transverse two-gear hybrid transmission system and the vehicle are good in comprehensive performance in the aspects of compactness, dynamic property, economical efficiency and the like, and product competitiveness can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicles, and in particular to a transverse two-speed hybrid transmission system and a vehicle. Background Art

[0002] The transverse two-speed hybrid transmission is suitable for transverse platforms. The design features of this transmission include dual motors and high efficiency, which can provide better fuel economy and smoothness of electric drive, reduce the sense of frustration during vehicle driving, and are widely used in front-engine front-wheel drive passenger car models. At present, there are three main technical directions for the transverse two-speed hybrid transmission scheme used in passenger cars: Scheme 1, dual clutch + synchronizer combined shifting scheme; Scheme 2, using the transmission input shaft and the intermediate shaft to arrange two clutch shifting schemes respectively; Scheme 3, dual planetary gear + dual clutch + dual one-way clutch scheme. With the continuous development of hybrid vehicles, the requirements for comprehensive performance in various aspects such as compactness, power and economy of vehicles are constantly increasing. The above-mentioned commonly used technical solutions have more or less shortcomings in some aspects, and it is difficult to take both into account, resulting in low product competitiveness. For example, Option 1 is a continuation of the traditional dual-clutch automatic transmission. Its gear shifting delay response and jerking problems will have many adverse effects on driving experience and vehicle performance. Option 2 optimizes the gear shifting delay response and jerking problems, but the clutch torque is large when arranged on the intermediate shaft, resulting in a large clutch size, a large center distance for the transmission scheme, and high cost. In addition, hydraulic oil circuits need to be designed for the engine input shaft and the intermediate shaft respectively, which will also lead to high costs. Option 3, although it has advantages in layout space, has a more complex structure and high production costs.

[0003] Therefore, there is an urgent need to develop and design a new transverse two-speed hybrid transmission system and vehicle, hoping to take into account the comprehensive performance of various aspects such as compactness, power and economy, which can help improve product competitiveness. Summary of the invention

[0004] In view of this, an object of the present invention is to provide a transverse two-speed hybrid transmission system and a vehicle, which have good comprehensive performance in terms of compactness, power, economy and other aspects, and are conducive to improving product competitiveness.

[0005] To achieve the above-mentioned object, the present invention provides the following technical solutions: a transverse two-speed hybrid transmission system, comprising an engine and a gearbox, wherein the gearbox is integrated with a generator, a drive motor and a differential, and the gearbox further comprises: an input shaft, whose input end is drivingly connected to the power output shaft of the engine, a first output gear is fixedly arranged on the input shaft, the first output gear is drivingly connected to the input end of the generator, and a first gear driving gear and a second gear driving gear rotatably arranged on the input shaft are respectively arranged on both axial sides of the first output gear; a first gear clutch is used to control the connection or disconnection between the first output gear and the first gear driving gear; a second gear clutch is used to control the connection or disconnection between the first output gear and the second gear driving gear; an intermediate transmission shaft, on which a second output gear, a first gear driven gear meshing with the first gear driving gear and a second gear driven gear meshing with the second gear driving gear are fixedly arranged, the second output gear is drivingly connected to the input end of the differential, and the first gear driven gear or the second gear driven gear is drivingly connected to the output end of the drive motor.

[0006] Furthermore, the input shaft is coaxial with the power output shaft of the engine and is transmission-connected via a torque damper.

[0007] Furthermore, the second output gear is located in the middle of the first gear driven gear and the second gear driven gear in the axial direction.

[0008] Furthermore, an outer gear ring is fixedly provided on the housing of the differential, and the outer gear ring is meshed with the second output gear.

[0009] Furthermore, the first gear clutch comprises a first gear clutch outer hub, a first gear clutch inner hub and a first gear clutch friction plate, and the second gear clutch comprises a second gear clutch outer hub, a second gear clutch inner hub and a second gear clutch friction plate; wherein the first gear clutch outer hub and the second gear clutch outer hub are respectively and correspondingly fixedly connected to the two ends of the first output gear in the axial direction, the first gear clutch inner hub is fixedly connected to the first gear driving gear, and the second gear clutch inner hub is fixedly connected to the second gear driving gear; the input shaft is provided with a first oil channel for conveying high-pressure oil to the first gear clutch and a second oil channel for conveying high-pressure oil to the second gear clutch.

[0010] Furthermore, the first-gear clutch outer hub and the second-gear clutch outer hub are partially embedded in the first output gear body in the axial direction respectively.

[0011] Furthermore, the first output gear is transmission-connected to the input end of the generator via a first power transmission unit, the first power transmission unit comprises a first transmission shaft arranged parallel to the input shaft and a first input gear fixed on the first transmission shaft and meshing with the first output gear, and the output end of the first transmission shaft is transmission-connected to the input end of the generator via a first spline pair.

[0012] Furthermore, the output end of the drive motor is transmission-connected to the first gear driven gear or the second gear driven gear through a second power transmission unit, the second power transmission unit includes a second transmission shaft arranged parallel to the input shaft and a third output gear fixed on the second transmission shaft, the third output gear is meshed with the first gear driven gear or the second gear driven gear, and the input end of the second transmission shaft is transmission-connected to the output end of the drive motor through a second spline pair.

[0013] Furthermore, the first output gear and the input shaft are an integral structure, and the second output gear and the intermediate transmission shaft are an integral structure.

[0014] A vehicle is also provided, comprising the transverse two-speed hybrid transmission system as described above.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The transverse two-speed hybrid transmission system and the vehicle provided by the present invention have good comprehensive performance in various aspects such as compactness, power and economy, which is conducive to improving product competitiveness; specifically, the transverse two-speed hybrid transmission system can realize the second-speed shifting function of the generator only through two clutches, which can save the shift fork shifting space above the synchronizer compared with the solution with synchronizers, and can be used to arrange the first output gear accordingly, which not only has an axial size advantage, but also overcomes the problems of shifting delay and setback; because the two clutches are actually arranged on the input shaft, and the input shaft first receives the power from the engine, the input shaft torque is small, then the clutch size requirement is smaller, the overall layout space is small, and it is also conducive to the centralized layout of the clutch hydraulic oil channel, thereby simplifying the structure and saving costs. Compared with the solution with one clutch on the input shaft and the other on the intermediate shaft, it has obvious advantages in space layout and cost; of course, compared with the solution with a planetary gear structure, the structure is simpler and the cost advantage is obvious; of course, the two-speed hybrid transmission system can realize the multi-operating mode of the two-speed hybrid vehicle model, ensuring that the vehicle has good performance in terms of power and fuel economy.

[0017] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A simplified structural diagram of an embodiment of the present invention

[0019] Figure 2 A schematic diagram of a cross-sectional structure of an embodiment of the present invention Figure 1

[0020] Figure 3 A schematic diagram of a cross-sectional structure of an embodiment of the present invention Figure 2

[0021] 1-engine; 101-power output shaft; 2-generator; 3-drive motor; 4-differential; 401-outer gear ring; 5-input shaft; 501-first output gear; 502-first gear driving gear; 503-second gear driving gear; 504-first oil channel; 505-second oil channel; 6-first gear clutch; 601-first gear clutch outer hub; 602-first gear clutch inner hub; 603-first gear clutch friction plate; 7-second gear clutch; 701-second gear clutch outer hub; 702-second gear clutch inner hub; 703-second gear clutch friction plate; 8-intermediate transmission shaft; 801-second output gear; 802-first gear driven gear; 803-second gear driven gear; 9-torque damper; 10-first transmission shaft; 11-first input gear; 12-first spline pair; 13-second transmission shaft; 14-third output gear; 15-second spline pair. DETAILED DESCRIPTION

[0022] The specific implementation methods of the present invention are further explained in detail below through the description of embodiments in combination with the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of the present invention and facilitating its implementation.

[0023] It should be noted that in the following embodiments, the "first", "second" and "third" do not represent an absolute distinction in structure and / or function, nor do they represent a sequential order of execution, but are merely for the convenience of description. The "axial direction" mentioned below refers to the axial direction of the input shaft of the hybrid box unless otherwise specified. For a transverse system, this direction is usually the width direction of the vehicle body.

[0024] Please refer to Figure 1-3 In this embodiment, a transverse two-speed hybrid transmission system is disclosed, including an engine 1 and a gearbox, the gearbox is integrated with a generator 2, a drive motor 3 and a differential 4, and the gearbox also includes: an input shaft 5, a first-speed clutch 6, a second-speed clutch 7 and an intermediate transmission shaft 8; wherein:

[0025] The input end of the input shaft 5 is connected to the power output shaft 101 of the engine 1 for inputting the power of the engine 1 into the gearbox. A first output gear 501 is fixedly provided on the input shaft 5. The first output gear 501 is connected to the input end of the generator 2 (transmitting the power to the generator 2). A first gear driving gear 502 and a second gear driving gear 503 rotatably arranged on the input shaft 5 are respectively arranged on both sides of the axial direction of the first output gear 501. The first gear clutch 6 is used to operate the first output gear 501 and the first gear driving gear 503. The second gear clutch 7 is used to operate the connection or disconnection between the first output gear 501 and the second gear driving gear 503; the intermediate transmission shaft 8 is fixed with a second output gear 801, a first gear driven gear 802 meshing with the first gear driving gear 502, and a second gear driven gear 803 meshing with the second gear driving gear 503, the second output gear 801 is drivingly connected to the input end of the differential 4, and the first gear driven gear 802 or the second gear driven gear 803 is drivingly connected to the output end of the drive motor 3 (see Appendix). Figure 1 The figure shows the situation when the first gear driven gear 802 is drivingly connected to the output end of the driving motor 3).

[0026] The above-mentioned transverse two-speed hybrid transmission system has good comprehensive performance in terms of compactness, power and economy, which is conducive to improving product competitiveness; specifically, the transverse two-speed hybrid transmission system can realize the second-speed shifting function of the engine only through two clutches, which can save the shift fork shifting space above the synchronizer compared to the solution with synchronizers, and can be used to arrange the first output gear 501 accordingly, which not only has an axial size advantage, but also can overcome the problems of shifting delay and setback; because the two clutches are actually arranged on the input shaft, and the input shaft 5 first receives the power from the engine 1, the input shaft 5 has a small torque , then the clutch size requirement is smaller, the overall layout space is small, and it is also conducive to the centralized layout of the clutch hydraulic oil channel, thereby simplifying the structure and saving costs. Compared with the solution with one clutch on the input shaft and the other on the intermediate shaft, it has obvious advantages in space layout and cost; of course, compared with the solution with a planetary gear structure, the structure is simpler and the cost advantage is obvious; of course, this two-speed hybrid transmission system can realize the multi-working mode of the two-speed hybrid vehicle model (that is, the working principle of this transmission system, see the detailed record of the working principle in the following text for details), ensuring that the vehicle has good performance in terms of power and fuel economy.

[0027] In this embodiment, the input shaft 5 is coaxial with the power output shaft 101 of the engine 1 and is connected through a torque damper 9; the structural form in which the input shaft 5 is coaxially arranged with the power output shaft 101 of the engine 1 is conducive to shortening the transmission chain between the engine 1 and the input shaft 5, thereby ensuring the power transmission efficiency; the provided torque damper 9 is conducive to reducing the unsteadiness of power transmission of the power output shaft 101 of the engine 1, reducing transmission abnormal noise and transmission stability; of course, from the perspective of spatial layout, the overall structure is more compact, which is conducive to further improving the structural compactness of the entire vehicle layout.

[0028] In this embodiment, the second output gear 801 is located in the middle of the first gear driven gear 802 and the second gear driven gear 803 in the axial direction; it can be understood that the second output gear 801, the first gear driven gear 802 and the second gear driven gear 803 are all arranged on the intermediate transmission shaft 8, and the intermediate transmission shaft 8 is arranged parallel to the input shaft 5; here, by arranging the second output gear 801 between the first gear driven gear 802 and the second gear driven gear 803, this position corresponds to the position of the first output gear 501 on the input shaft 5, and the axial gap between the first gear driven gear 802 and the second gear driven gear 803 is perfectly utilized, so that the axial size of the intermediate transmission shaft 8 is smaller; thereby making the overall size of the gearbox smaller, which is conducive to further improving the compactness of the vehicle layout and saving the vehicle layout space.

[0029] In this embodiment, an outer ring gear 401 is fixedly provided on the housing of the differential 4, and the outer ring gear 401 is meshed with the second output gear 801; specifically, the outer ring gear 401 is detachably fixedly connected to the housing of the differential 4 by bolts; for the hybrid gearbox, the differential 4 is integrated on the differential 4, and the housing of the differential 4 is the input end of the differential 4. By providing the outer ring gear 401 to directly mesh with the second output gear 801, the transmission chain is short, which is conducive to ensuring the power transmission efficiency; at the same time, the differential is closer to the middle of the input shaft 5, the axial layout is more compact, and the spatial layout is reasonable; it is conducive to further improving the compactness of the vehicle layout.

[0030] In this embodiment, the first-gear clutch 6 includes a first-gear clutch outer hub 601, a first-gear clutch inner hub 602 and a first-gear clutch friction plate 603, and the second-gear clutch 7 includes a second-gear clutch outer hub 701, a second-gear clutch inner hub 702 and a second-gear clutch friction plate 703. Here, the first-gear clutch 6 and the second-gear clutch 7 are traditional hydraulic clutch structures. After passing through high-pressure hydraulic oil, the clutch friction plates respectively press the clutch outer hub and the clutch inner hub, that is, the clutch is combined to achieve power transmission. The working principle of the clutch is not repeated here; wherein, the first-gear clutch outer hub 601 and the second-gear clutch outer hub 701 are respectively and correspondingly fixedly connected to the two ends of the first output gear 501 in the axial direction, and the first-gear clutch inner hub 602 is fixedly connected to the first gear active gear 502, the second gear clutch inner hub 702 is fixedly connected to the second gear driving gear 503; more specifically, the first gear clutch outer hub 601 and the second gear clutch outer hub 701 are respectively welded and fixed to the first output gear 501, and are symmetrically arranged; here, the first gear clutch inner hub 602 is welded and fixed to the first gear driving gear 502, and the second gear clutch inner hub 702 is welded and fixed to the second gear driving gear 503; a first oil channel 504 for conveying high-pressure oil to the first gear clutch 6 and a second oil channel 505 for conveying high-pressure oil to the second gear clutch 7 are provided on the input shaft 5; the first oil channel 504 and the second oil channel 505 are integrated on the input shaft 5, which simplifies the structural design of the two clutch hydraulic oil channels, has a simple structure, and is conducive to saving manufacturing costs.

[0031] In this embodiment, the first gear clutch outer hub 601 and the second gear clutch outer hub 602 are partially embedded in the first output gear 501 body in the axial direction. Specifically, the contour of the first output gear 501 is larger than that of the clutch outer hub, and mounting grooves are respectively provided at both axial ends of the first output gear 501 body. The corresponding parts of the first gear clutch outer hub 601 and the second gear clutch outer hub 602 are respectively embedded in the mounting grooves on the corresponding sides and reinforced by welding. This structural design allows the two clutches to partially overlap with the first output gear 501 in the axial direction, thereby minimizing the size of the input shaft 5, thereby making the overall structure of the hybrid box more compact.

[0032] In this embodiment, the first output gear 501 is connected to the input end of the generator 2 through a first power transmission unit. The first power transmission unit includes a first transmission shaft 10 arranged in parallel with the input shaft 501 and a first input gear 11 fixed on the first transmission shaft 10 and meshing with the first output gear 501. The output end of the first transmission shaft 10 is connected to the input end of the generator 2 through a first spline pair 12. The spline pair is directly connected, with high transmission efficiency and reliable connection. The input end of the generator 2 generally refers to the power input shaft of the generator 2. The transmission connection form between the first output gear 501 and the input end of the generator 2 in this structural design has a good overall reasonable layout. The setting of the first transmission shaft 10 is conducive to ensuring the convenience of the layout of the generator 2, and the layout of the generator 2 has good maneuverability. The overall compactness is high, so that the compactness of the hybrid transmission system is better. The transmission chain of the entire transmission path is short, which is conducive to ensuring the power transmission efficiency.

[0033] In this embodiment, the output end of the driving motor 3 is connected to the first gear driven gear 802 or the second gear driven gear 803 through a second power transmission unit. The second power transmission unit includes a second transmission shaft 13 arranged in parallel with the input shaft 501 and a third output gear 14 fixed on the second transmission shaft 13. The third output gear 14 is meshed with the first gear driven gear 802 or the second gear driven gear 803. The input end of the second transmission shaft 13 is connected to the output end of the driving motor 3 through a second spline pair 15. The spline pair is directly connected, has high transmission efficiency, and is reliable in connection. Here, the driving The output end of the motor 3 generally refers to the power output shaft of the drive motor 3; here, the third output gear 14 and the second transmission shaft 13 are an integrated structure; in this structural design, the transmission connection form between the output end of the drive motor 3 and the first gear driven gear 802 or the second gear driven gear 803 has good overall layout rationality, and the setting of the second transmission shaft 13 is conducive to ensuring the convenience of the layout of the drive motor 3, and the layout of the drive motor 3 has good maneuverability; and the overall compactness is high, so that the compactness of the hybrid transmission system is better; the transmission chain of the entire transmission path is short, which is conducive to ensuring the power transmission efficiency.

[0034] In this embodiment, the first output gear 501 and the input shaft 5 are an integral structure, and the second output gear 801 and the intermediate transmission shaft 8 are an integral structure; the integrated structure is conducive to simplifying installation and improving installation accuracy.

[0035] More specifically, in the present embodiment, both ends of the input shaft 5 are positioned by corresponding bearing supports; both ends of the first transmission shaft 10 are positioned by corresponding bearing supports; both ends of the intermediate transmission shaft 8 are positioned by corresponding bearing supports; both ends of the rotor shaft of the generator 2 are positioned by corresponding bearing supports; both ends of the power output shaft of the drive motor 3 are positioned by corresponding bearing supports; both ends of the second transmission shaft 13 are positioned by corresponding bearing supports; both ends of the axial direction of the differential 4 housing are positioned by corresponding bearing supports; the first gear driving gear 502 and the second gear driving gear 503 are rotatably mounted with the input shaft 5 by needle bearings and bushings, respectively, and realize idling when not in gear; the first gear driven gear 802 and the second gear driven gear 803 are fixed to the intermediate transmission shaft 8 by interference fit or key connection.

[0036] This embodiment also discloses a vehicle, including the transverse two-speed hybrid transmission system as described above; the vehicle has good power, economy and compactness, and has good market competitiveness.

[0037] See also Figure 1 The working principle (working mode) of the above-mentioned transverse two-speed hybrid transmission system or vehicle is as follows:

[0038] 1. Pure electric working condition: the first gear clutch 6 and the second gear clutch 7 are both disconnected, the engine 1 does not work, the drive motor 3 rotates forward or reversely, and the drive motor 3 transmits the torque speed to the second transmission shaft 13 through the second spline pair 15, and then transmits the torque speed to the intermediate transmission shaft 8 through the meshing of the third output gear 14 and the first gear driven gear 802 (or the second gear driven gear 803), and then transmits the torque and speed to the differential 4 through the meshing of the second output gear 801 and the outer gear ring 401 on the differential 4, and finally transmits the power to the wheels of the vehicle through the differential 4 and the external transmission structure. In this process, the first gear driving gear 502 and the second gear driving gear 503 are both idling between the input shaft 5.

[0039] 2. Extended range operation (pure electric + power generation): The power transmission of the drive motor 3 is consistent with the pure electric operation, and the engine 1 works at the same time. The engine 1 transmits power to the generator 2 through the input shaft 5, the first output gear 501, the first input gear 11 and the first transmission shaft 10, and then through the first spline pair 12, to achieve extended range power generation.

[0040] 3. Parking and power generation condition: the driving motor 3 is not working, the first gear clutch 6 and the second gear clutch 7 are both disconnected, and the engine 1 is working. The engine 1 transmits power to the generator 2 through the input shaft 5, the first output gear 501, the first input gear 11 and the first transmission shaft 10, and then through the first spline pair 12 to achieve parking and power generation. In this process, the first gear driving gear 502 and the second gear driving gear 503 do not rotate.

[0041] 4. Parallel first gear working condition: the first gear clutch 6 is closed, the second gear clutch 7 is disconnected, the engine 1 is working, the drive motor 3 is working, and the generator 2 rotates. The torque of the generator 2 is controlled to determine whether to generate electricity. The torque of the engine 1 is transmitted to the intermediate transmission shaft 8 through the meshing of the first gear driving gear 502 and the first gear driven gear 802. At the same time, the torque of the drive motor 3 is transmitted to the intermediate transmission shaft 18 through the meshing of the third output gear 14 and the first gear driven gear 802 (or the first gear driven gear 803). Then, the torque on the intermediate transmission shaft 8 is output to the differential 4 through the meshing of the second output gear 801 and the outer gear ring 401 of the differential 4, and finally the torque is output to the whole vehicle.

[0042] V. Parallel two-gear working condition: the second-gear clutch 7 is closed, the first-gear clutch 6 is disconnected; the engine 1 is working, the drive motor 3 is working, and the generator 2 rotates, and the torque of the generator 2 is controlled to determine whether to generate electricity. The torque of the engine 1 is transmitted to the intermediate transmission shaft 8 through the meshing of the second-gear driving gear 503 and the second-gear driven gear 803, and at the same time, the torque of the drive motor 3 is transmitted to the intermediate shaft 18 through the meshing of the third output gear 14 and the first-gear driven gear 802 (or the first-gear driven gear 803). Then, the torque on the intermediate transmission shaft 8 is output to the differential 4 through the meshing of the second output gear 801 and the outer gear ring 401 of the differential 4, and finally the torque is output to the whole vehicle.

[0043] VI. Engine first gear direct drive: The first gear clutch 6 is closed, the second gear clutch 7 is disconnected, the engine 1 is working, the drive motor 3 rotates and performs zero torque control, the generator 2 rotates, and the torque of the generator 2 is controlled to determine whether to generate electricity. The torque of the engine 1 is transmitted to the intermediate transmission shaft 8 through the meshing of the first gear driving gear 502 and the first gear driven gear 802, and then the torque on the intermediate transmission shaft 8 is output to the differential 4 through the meshing of the second output gear 801 and the outer gear ring 401 of the differential 4, and finally the torque is output to the vehicle.

[0044] VII. Second gear direct drive of the engine: the second gear clutch 7 is closed, the first gear clutch 6 is disconnected, the engine 15 is working, the drive motor 3 rotates and performs zero torque control, the generator 2 rotates, and the torque of the generator 2 is controlled to determine whether to generate electricity. The torque of the engine 1 is transmitted to the intermediate transmission shaft 8 through the meshing of the second gear driving gear 503 and the second gear driven gear 803, and then the torque on the intermediate transmission shaft 8 is output to the differential 4 through the meshing of the second output gear 801 and the outer gear ring 401 of the differential 4, and finally the torque is output to the whole vehicle.

[0045] The various working modes enable the vehicle to adapt to more working conditions, thus making the vehicle have good power and fuel economy.

[0046] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. A transverse two-speed hybrid transmission system, comprising an engine (1) and a transmission, wherein the transmission integrates a generator (2), a drive motor (3) and a differential (4), and is characterized in that: The gearbox also includes: An input shaft (5), the input end of which is drivingly connected to a power output shaft (101) of an engine (1), a first output gear (501) being fixedly provided on the input shaft (5), the first output gear (501) being drivingly connected to an input end of a generator (2), and a first gear driving gear (502) and a second gear driving gear (503) being rotatably provided on the input shaft (5) on both axial sides of the first output gear (501); A first gear clutch (6) for controlling the connection or disconnection between the first output gear (501) and the first gear driving gear (502); A second gear clutch (7) for controlling the connection or disconnection between the first output gear (501) and the second gear driving gear (503); The intermediate transmission shaft (8) is fixedly provided with a second output gear (801), a first gear driven gear (802) meshing with the first gear driving gear (502), and a second gear driven gear (803) meshing with the second gear driving gear (503); the second output gear (801) is drivingly connected to the input end of the differential (4); and the first gear driven gear (802) or the second gear driven gear (803) is drivingly connected to the output end of the drive motor (3).

2. The transverse two-speed hybrid transmission system according to claim 1, characterized in that: The input shaft (5) is coaxial with the power output shaft (101) of the engine (1) and is transmission-connected via a torque damper (9).

3. The transverse two-speed hybrid transmission system according to claim 1, characterized in that: The second output gear (801) is located in the middle of the first gear driven gear (802) and the second gear driven gear (803) in the axial direction.

4. The transverse two-speed hybrid transmission system according to claim 3, characterized in that: An outer gear ring (401) is fixedly disposed on the housing of the differential (4), and the outer gear ring (401) is meshed with the second output gear (801).

5. The transverse two-speed hybrid transmission system according to claim 1, characterized in that: The first gear clutch (6) comprises a first gear clutch outer hub (601), a first gear clutch inner hub (602) and a first gear clutch friction plate (603); the second gear clutch (7) comprises a second gear clutch outer hub (701), a second gear clutch inner hub (702) and a second gear clutch friction plate (703); The first gear clutch outer hub (601) and the second gear clutch outer hub (701) are respectively and correspondingly fixedly connected to the two ends of the first output gear (501) in the axial direction, the first gear clutch inner hub (602) is fixedly connected to the first gear driving gear (502), and the second gear clutch inner hub (702) is fixedly connected to the second gear driving gear (503); The input shaft (5) is provided with a first oil passage (504) for conveying high-pressure oil to the first-gear clutch (6) and a second oil passage (505) for conveying high-pressure oil to the second-gear clutch (7).

6. The transverse two-speed hybrid transmission system according to claim 5, characterized in that: The first gear clutch outer hub (601) and the second gear clutch outer hub (602) are partially embedded in the first output gear (501) body in the axial direction respectively.

7. The transverse two-speed hybrid transmission system according to claim 1, characterized in that: The first output gear (501) is transmission-connected to the input end of the generator (2) via a first power transmission unit, the first power transmission unit comprising a first transmission shaft (10) arranged parallel to the input shaft (501) and a first input gear (11) fixed on the first transmission shaft (10) and meshing with the first output gear (501), the output end of the first transmission shaft (10) being transmission-connected to the input end of the generator (2) via a first spline pair (12).

8. The transverse two-speed hybrid transmission system according to claim 7, characterized in that: The output end of the drive motor (3) is transmission-connected to the first gear driven gear (802) or the second gear driven gear (803) via a second power transmission unit; the second power transmission unit comprises a second transmission shaft (13) arranged in parallel with the input shaft (501) and a third output gear (14) fixed on the second transmission shaft (13); the third output gear (14) is meshed with the first gear driven gear (802) or the second gear driven gear (803); the input end of the second transmission shaft (13) is transmission-connected to the output end of the drive motor (3) via a second spline pair (15).

9. The transverse two-speed hybrid transmission system according to claim 1, characterized in that: The first output gear (501) and the input shaft (5) are an integral structure, and the second output gear (801) and the intermediate transmission shaft (8) are an integral structure.

10. A vehicle comprising the transverse two-speed hybrid transmission system according to any one of claims 1 to 9.

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