Sixteen-gear transmission and vehicle with sixteen-gear transmission

Abstract

The invention provides a sixteen-gear transmission and a vehicle with the sixteen-gear transmission. Comprising a shell, the shell is internally provided with a containing cavity, and a first transmission system, a second transmission system and a third transmission system are sequentially arranged in the containing cavity; the first transmission system comprises a first shaft, the first shaft is sleeved with a high-gear input gear and a low-gear input gear in an empty mode, a first synchronizer is arranged between the high-gear input gear and the low-gear input gear, and the first synchronizer is movably connected with the first shaft. The second transmission system comprises a second shaft, the second shaft and the first shaft are coaxially arranged, a plurality of gear gears and a first reverse gear are arranged on the second shaft, a gear shifting gear sleeve is arranged between at least two adjacent gear gears, and each gear shifting gear sleeve is movably connected with the second shaft; the third transmission system comprises a sun gear, one end of the sun gear and the second shaft are coaxially arranged, the other end of the sun gear is connected with one end of a planet gear shaft, the other end of the planet gear shaft is connected with a synchronizer assembly, and the planet gear shaft is connected with the output end through a planet carrier. The problem that a transmission is complex in structure is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile transmission technology, in particular to a sixteen-gear transmission and a vehicle with the same. BACKGROUND

[0002] At present, the AMT transmission of commercial vehicles at home and abroad is mainly matched with high-speed tractors. In order to save fuel, the number of gears of the AMT transmission is developing towards more gears. The speed ratio step of the 16-gear transmission can be set between 1.18 and 1.22. Small speed ratio step can reduce gear impact and reduce engine speed variation range during gear shifting, thereby shortening power interruption time and improving gear shifting comfort and fuel economy of the vehicle. However, compared with the 12-gear transmission of the same level, the 16-gear transmission has a complex structure, especially the number of gear pairs increases, which will significantly reduce the transmission efficiency compared with the 12-gear transmission.

[0003] At present, there is no effective solution to the above problems. SUMMARY

[0004] The main purpose of the present application is to provide a sixteen-gear transmission and a vehicle with the same, so as to solve the problem of reduced transmission efficiency and complex structure caused by the increase of the number of gear pairs of the sixteen-gear transmission in the prior art.

[0005] In order to achieve the above purpose, according to one aspect of the present application, a sixteen-gear transmission is provided, comprising: a housing, the housing having a receiving cavity therein, the receiving cavity having a first transmission system, a second transmission system and a third transmission system arranged therein in sequence; the first transmission system comprising: a shaft, a high-gear input gear and a low-gear input gear being sleeved on the shaft, a first synchronizer being arranged between the high-gear input gear and the low-gear input gear, the first synchronizer being movably connected with the shaft; the second transmission system comprising: a second shaft, one end of the second shaft being connected with the shaft, and the second shaft being coaxially arranged with the shaft, a plurality of gear pairs and a first reverse gear being arranged on the second shaft, at least two adjacent gear pairs being provided with a gear shifting sleeve, each gear shifting sleeve being movably connected with the second shaft; the first intermediate shaft and the second intermediate shaft being arranged on both sides of the shaft and the second shaft, the gears on the first intermediate shaft and the second intermediate shaft being meshed with the corresponding gears on the shaft and the second shaft; the third transmission system comprising: a sun gear, one end of the sun gear being coaxially arranged with the second shaft, the other end of the sun gear being connected with one end of a planetary gear shaft, the other end of the planetary gear shaft being connected with a synchronizer assembly, the planetary gear shaft being connected with an output end through a planet carrier, the output end being used for outputting power, the output end being located outside the housing.

[0006] Further, a plurality of planetary gears are arranged on the planetary gear shaft, and a planetary gear ring is arranged on the outer side of the planetary gear shaft, the planetary gears being meshed with the planetary gear ring.

[0007] Furthermore, the synchronizer assembly includes: a second synchronizer, which is mounted on a synchronizer gear seat, and the synchronizer gear seat is connected to the planetary gear shaft via a transition piece; a low-gear synchronizer cone and a high-gear synchronizer cone are provided on both sides of the second synchronizer, and the second synchronizer is engaged with either the low-gear synchronizer cone or the high-gear synchronizer cone, the low-gear synchronizer cone being connected to the housing, and the high-gear synchronizer cone being connected to the planetary gear shaft; when the second synchronizer is engaged with the low-gear synchronizer cone, the sun gear provides power to the planetary gear shaft, driving the planetary gears to rotate on their own axes while revolving around the planetary gear ring, and driving the planetary gear shaft to rotate the planetary carrier, with power output from the output end; when the second synchronizer is engaged with the high-gear synchronizer cone, the planetary gear shaft drives the planetary carrier to rotate, so that the power is output from the output end after passing through the planetary carrier.

[0008] Furthermore, the second shaft is fitted with first and second gears, third and fourth gears, fifth and sixth gears, and a first reverse gear. A first shift sleeve is provided between the first and second gears and the third and fourth gears. A second shift sleeve is provided between the fifth and sixth gears and the low gear input gear. A reverse shift sleeve is provided between the first reverse gear and the first and second gears. The first shift sleeve, the second shift sleeve, and the reverse shift sleeve are movably connected to the second shaft.

[0009] Furthermore, the first intermediate shaft is provided with a first intermediate shaft reverse gear, a first intermediate shaft first and second gear, a first intermediate shaft third and fourth gear, a first intermediate shaft fifth and sixth gear, a first intermediate shaft low gear, a first intermediate shaft high gear, and a first intermediate shaft brake assembly. A first intermediate shaft reverse idler gear is provided on the outer side of the first intermediate shaft reverse gear. The first intermediate shaft first and second gears are meshed with the first and second gears. The first intermediate shaft third and fourth gears are meshed with the third and fourth gears. The first intermediate shaft fifth and sixth gears are meshed with the fifth and sixth gears. The first intermediate shaft low gear is meshed with the low gear input gear. The first intermediate shaft high gear is meshed with the high gear input gear. The first intermediate shaft reverse gear is meshed with the first reverse gear.

[0010] Furthermore, the second intermediate shaft is equipped with a second intermediate shaft reverse gear, a second intermediate shaft first and second gear, a second intermediate shaft third and fourth gear, a second intermediate shaft fifth and sixth gear, a second intermediate shaft low gear, a second intermediate shaft high gear, and an oil pump. A second intermediate shaft reverse idler gear is provided on the outside of the second intermediate shaft reverse gear. The first and second gears mesh with the second intermediate shaft first and second gears, the third and fourth gears mesh with the second intermediate shaft third and fourth gears, the fifth and sixth gears mesh with the second intermediate shaft fifth and sixth gears, the low gear input gear meshes with the second intermediate shaft low gear, the high gear input gear meshes with the second intermediate shaft high gear, and the first reverse gear meshes with the second intermediate shaft reverse gear.

[0011] Furthermore, a bearing assembly is provided between the first shaft and the second shaft. The bearing assembly includes a first thrust bearing, a second thrust bearing, and a guide bearing. The first thrust bearing and the second thrust bearing are located on both sides of the low-gear input gear, and the guide bearing is located close to the second shaft.

[0012] Furthermore, the transmission also includes a retarder assembly connected to a planetary carrier. The retarder assembly includes: a retarder body located outside the housing; a retarder input gear connected to the retarder body via an input shaft; and a retarder drive gear connected to the planetary carrier and meshing with the retarder input gear.

[0013] Furthermore, the axes of the first axis, the second axis, the first intermediate axis, and the second intermediate axis are set at an angle to the horizontal plane.

[0014] Furthermore, lubricating oil is provided at the bottom of the housing, and each gear on the second intermediate shaft is located above the lubricating oil surface.

[0015] Furthermore, the housing includes a first housing, a second housing, and a third housing that are fixedly connected in sequence, and the first transmission system, the second transmission system, and the third transmission system are located inside the first housing, the second housing, and the third housing, respectively.

[0016] According to another aspect of the invention, a vehicle is provided, including a transmission, which is any of the transmissions described above.

[0017] By applying the technical solution of this invention, the coordinated operation of the first, second, and third transmission systems enables the shifting of 16 forward gears and 4 reverse gears. The small gear ratio differences reduce shift shock, resulting in smoother shifting, shorter power interruption time, and improved driving comfort and fuel economy. This solution, combined with dual intermediate shafts and a planetary gear system in the third transmission system, enables high-gear and low-gear switching within a range, significantly improving the transmission efficiency and fuel economy of the gearbox. This application solves the problems of reduced transmission efficiency and structural complexity caused by the increased number of gear pairs in existing 16-speed transmissions. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, 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:

[0019] Fig. 1 A schematic diagram of the structure of a first embodiment of the transmission according to the present invention is shown;

[0020] Fig. 2 A schematic diagram of a second embodiment of the transmission according to the present invention is shown.

[0021] The above figures include the following reference numerals:

[0022] 1. First shell;

[0023] 2. Second shell;

[0024] 3. Third shell;

[0025] 4. Shaft 1; 41. High-gear input gear; 42. First synchronizer; 43. Low-gear input gear; 44. First thrust bearing; 45. Second thrust bearing; 46. Guide bearing;

[0026] 5. First intermediate shaft; 51. First intermediate shaft first and second gears; 52. First intermediate shaft third and fourth gears; 53. First intermediate shaft fifth and sixth gears; 54. First intermediate shaft low gear; 55. First intermediate shaft high gear; 56. First intermediate shaft brake assembly; 57. First intermediate shaft reverse gear; 58. First intermediate shaft reverse idler gear;

[0027] 6. Second intermediate shaft; 61. Second intermediate shaft first and second gears; 62. Second intermediate shaft third and fourth gears; 63. Second intermediate shaft fifth and sixth gears; 64. Second intermediate shaft low gear; 65. Second intermediate shaft high gear; 66. Oil pump; 67. Second intermediate shaft reverse gear; 68. Second intermediate shaft reverse idler gear;

[0028] 7. Second shaft; 71. First and second gears; 72. Third and fourth gears; 73. Fifth and sixth gears; 74. Second shift sleeve; 75. First shift sleeve; 76. Reverse shift sleeve; 77. First reverse gear;

[0029] 8. Sun gear connecting sleeve; 9. Sun gear;

[0030] 10. Planetary gears; 11. Planetary ring gears; 12. Transition piece; 13. Synchronizer gear seat; 14. Second synchronizer; 15. Low-gear synchronizer cone; 16. High-gear synchronizer cone; 17. Planetary gear shaft; 18. Planetary carrier;

[0031] 19. Retarder drive gear; 20. Retarder input gear; 21. Retarder body;

[0032] 22. Output terminal. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0037] Combination Figs. 1-2 As shown, according to a specific embodiment of this application, a sixteen-speed transmission is provided.

[0038] Specifically, the sixteen-speed transmission includes: a housing with a cavity inside, within which a first transmission system, a second transmission system, and a third transmission system are sequentially arranged; the first transmission system includes: a shaft 4, on which a high-gear input gear 41 and a low-gear input gear 43 are loosely fitted, and a first synchronizer 42 is arranged between the high-gear input gear 41 and the low-gear input gear 43, the first synchronizer 42 being movably connected to the shaft 4; the second transmission system includes: a second shaft 7, one end of which is connected to the shaft 4, and the second shaft 7 is coaxial with the shaft 4, and multiple gear positions and a first reverse gear 77 are arranged on the second shaft 7, at least two of which are adjacent. A shift sleeve is provided between the gears, and each shift sleeve is movably connected to the second shaft 7; a first intermediate shaft 5 and a second intermediate shaft 6 are provided on both sides of the first shaft 4 and the second shaft 7, and the gears on the first intermediate shaft 5 and the second intermediate shaft 6 are respectively meshed with the corresponding gears on the first shaft 4 and the second shaft 7; the third transmission system includes: a sun gear 9, one end of the sun gear 9 is coaxially arranged with the second shaft 7, the other end of the sun gear 9 is connected to one end of the planetary gear shaft 17, the other end of the planetary gear shaft 17 is connected to the synchronizer assembly, the planetary gear shaft 17 is connected to the output end 22 through the planet carrier 18, the output end 22 is used to output power, and the output end 22 is located outside the housing.

[0039] Shaft 4 is the main input shaft of the transmission, receiving power output from the engine directly or indirectly. High-gear input gear 41 and low-gear input gear 43: These two gears are loosely fitted on shaft 4, meaning they can rotate freely on the shaft without needing to rotate with it. This design allows power to be switched between high and low gears without affecting the rotation of the shaft. First synchronizer 42 is located between the high-gear input gear 41 and the low-gear input gear 43. It can slide axially through an internal spline engagement with an external spline on shaft 4, meshing with either the high-gear or low-gear input gear to determine the initial power distribution path. When the first synchronizer 42 meshes with the low-gear input gear 43, power is transmitted at a lower speed ratio; conversely, when meshing with the high-gear input gear 41, a higher speed ratio is used.

[0040] The shift sleeves on the second shaft are positioned between adjacent gears and can slide axially to mesh with different gears. By controlling different shift sleeves, the power transmitted from the first shaft can be distributed to different forward or reverse gears, achieving gear switching. The gears on the first intermediate shaft 5 and the second intermediate shaft 6 mesh with the corresponding gears on the first shaft 4 and the second shaft 7. Their function is to act as intermediate links in power transmission, achieving effective distribution and recombination of power through the gear combinations on their respective shafts.

[0041] The sun gear 9 is coaxially mounted with the second shaft 7 at one end and connected to the second shaft 7 via the sun gear connecting sleeve 8, allowing it to directly receive power transmitted from the second shaft 7. The sun gear 9 is connected to the planet gears 10 via the planet gear shaft 17, the other end of which is associated with the synchronizer assembly. The synchronizer assembly controls the connection state between the planet gear shaft 17 and the planet carrier 18. The planet carrier 18, as part of the entire planetary gear system, is connected to the output end 22 for final power output. The output end 22, located outside the housing, is used to output the final adjusted power from the transmission to the vehicle's drive system, such as the wheels. It is the last link in the vehicle's power transmission chain, directly connected to the wheel drive shaft, converting the transmission's torque into the driving force of the wheels.

[0042] By applying the technical solution of this invention, the coordinated operation of the first, second, and third transmission systems enables the shifting of 16 forward gears and 4 reverse gears. The small gear ratio differences reduce shift shock, resulting in smoother shifting, shorter power interruption time, and improved driving comfort and fuel economy. This solution, combined with dual intermediate shafts and a planetary gear system in the third transmission system, enables high-gear and low-gear switching within a range, significantly improving the transmission efficiency and fuel economy of the gearbox. This application solves the problems of reduced transmission efficiency and structural complexity caused by the increased number of gear pairs in existing 16-speed transmissions.

[0043] Specifically, a plurality of planetary gears 10 are mounted on the planetary gear shaft 17, and a planetary ring gear 11 is mounted on the outer side of the planetary gear shaft 17. The planetary gears 10 mesh with the planetary ring gear 11. The planetary gears 10 rotate around the planetary gear shaft 17 and simultaneously revolve around the planetary ring gear 11. This dual motion mode enables efficient power transmission and speed conversion. The use of a planetary gear system reduces the pressure on the bearings and decreases frictional losses, thereby improving the overall efficiency of the transmission.

[0044] Specifically, the synchronizer assembly includes: a second synchronizer 14, which is mounted on a synchronizer gear seat 13, and the synchronizer gear seat 13 is connected to the planetary gear shaft 17 via a transition piece 12; a low-gear synchronizer cone 15 and a high-gear synchronizer cone 16 are provided on both sides of the second synchronizer 14, and the second synchronizer 14 is engaged with either the low-gear synchronizer cone 15 or the high-gear synchronizer cone 16. The low-gear synchronizer cone 15 is connected to the housing, and the high-gear synchronizer cone 16 is connected to the planetary gear shaft 17; when the second synchronizer 14 is engaged with the low-gear synchronizer cone 15, the sun gear 9 provides power to the planetary gear shaft 17, driving the planetary gear 10 to rotate on its own axis while revolving around the planetary gear ring 11, and driving the planetary gear shaft 17 to drive the planet carrier 18 to rotate, with power output from the output end 22; when the second synchronizer 14 is engaged with the high-gear synchronizer cone 16, the planetary gear shaft 17 drives the planet carrier 18 to rotate, so that the power is output from the output end 22 after passing through the planet carrier 18. By switching the second synchronizer 14, the operating mode of the planetary gear train can be controlled, enabling high and low gear switching within the transmission's range. The synchronizer, through engagement with the synchronizer cone, synchronizes the speeds of the planetary gear shafts and the planet carrier, thus achieving smooth power transmission. In terms of effectiveness, this design not only simplifies the shifting process but also improves shifting reliability, avoiding energy loss caused by uneven shifting.

[0045] In this embodiment, the sun gear 9, planet gears 10 and planet gear ring 11 adopt an internal force self-balancing structure, so that the planet gear system does not output axial force to the outside during operation, reducing the bearing stress and effectively improving the transmission efficiency of the assembly.

[0046] Specifically, the second shaft 7 has a loosely fitted first and second gear 71, third and fourth gear 72, fifth and sixth gear 73, and a first reverse gear 77. A first shift sleeve 75 is provided between the first and second gear 71 and the third and fourth gear 72. A second shift sleeve 74 is provided between the fifth and sixth gear 73 and the low-gear input gear 43. A reverse shift sleeve 76 is provided between the first reverse gear 77 and the first and second gear 71. The first shift sleeve 75, the second shift sleeve 74, and the reverse shift sleeve 76 are movably connected to the second shaft 7. By setting multiple loosely fitted gears and shift sleeves on the second shaft, gear shifting within the transmission's main gearbox is achieved. The shift sleeves mesh with the corresponding gears via splines to transmit power.

[0047] Specifically, the first intermediate shaft 5 is equipped with a first intermediate shaft reverse gear 57, a first intermediate shaft first and second gear 51, a first intermediate shaft third and fourth gear 52, a first intermediate shaft fifth and sixth gear 53, a first intermediate shaft low gear 54, a first intermediate shaft high gear 55, and a first intermediate shaft brake assembly 56. A first intermediate shaft reverse idler gear 58 is located outside the first intermediate shaft reverse gear 57. The first and second gears 51 and 71 mesh with each other; the first and fourth gears 52 and 72 mesh with each other; the first and sixth gears 53 and 73 mesh with each other; the first intermediate shaft low gear 54 meshes with the low gear input gear 43; the first intermediate shaft high gear 55 meshes with the high gear input gear 41; and the first intermediate shaft reverse gear 57 meshes with the first reverse gear 77. The gear set on the first intermediate shaft cooperates with the gears on the first and second shafts to achieve efficient power transmission. Through the meshing of gears, power can be converted and distributed between different shafts. This design ensures the stability and efficiency of the transmission in various gears, while also providing an additional gear set for reverse gear, enhancing its performance.

[0048] Specifically, the second intermediate shaft 6 is equipped with a second intermediate shaft reverse gear 67, second intermediate shaft first and second gears 61, second intermediate shaft third and fourth gears 62, second intermediate shaft fifth and sixth gears 63, second intermediate shaft low gear 64, second intermediate shaft high gear 65, and an oil pump 66. A second intermediate shaft reverse idler gear 68 is located outside the second intermediate shaft reverse gear 67. First and second gears 71 mesh with the second intermediate shaft first and second gears 61; third and fourth gears 72 mesh with the second intermediate shaft third and fourth gears 62; fifth and sixth gears 73 mesh with the second intermediate shaft fifth and sixth gears 63; low gear input gear 43 meshes with the second intermediate shaft low gear 64; high gear input gear 41 meshes with the second intermediate shaft high gear 65; and first reverse gear 77 meshes with the second intermediate shaft reverse gear 67. The gear sets on the second intermediate shaft cooperate with the gears on the first and second shafts, further optimizing the power transmission path. Precise gear meshing ensures the continuity and efficiency of power transmission. This design allows the transmission to maintain good performance under different operating conditions, especially in reverse and low gears, where the gear set on the second intermediate shaft enables a smoother shifting process.

[0049] Specifically, a bearing assembly is provided between the first shaft 4 and the second shaft 7. The bearing assembly includes a first thrust bearing 44, a second thrust bearing 45 and a guide bearing 46. The first thrust bearing 44 and the second thrust bearing 45 are located on both sides of the low-gear input gear 43, and the guide bearing 46 is located close to the second shaft 7.

[0050] The first thrust bearing 44 and the second thrust bearing 45 are located on both sides of the low-gear input gear 43, forming a symmetrical support structure. The thrust bearings are primarily used to bear axial loads, i.e., forces along the centerline of the shaft. During transmission operation, especially when power is transmitted from shaft 4 to shaft 7, gear meshing generates axial forces. These forces are absorbed by the first thrust bearing 44 and the second thrust bearing 45 to reduce direct damage to the gears and shafts, while ensuring shaft rigidity and stability. By symmetrically arranging thrust bearings on both sides of the low-gear input gear 43, axial forces can be distributed more evenly, preventing overload on either side of the bearing. This also improves the overall balance of the transmission structure and reduces vibration and noise. This is crucial for maintaining the long-term reliable operation of the transmission, especially under the enormous axial loads of heavy vehicles operating at high speeds.

[0051] The guide bearing 46 is positioned relatively close to the second shaft 7, and its main function is to reduce the radial runout of the second shaft 7 within the transmission. Radial runout refers to the movement of the shaft away from its rotation centerline, which not only leads to abnormal wear of the gears on the shaft, but also increases energy loss during transmission and reduces transmission efficiency.

[0052] Specifically, the transmission also includes a retarder assembly connected to the planetary carrier 18. The retarder assembly includes: a retarder body 21 located outside the housing; a retarder input gear 20 connected to the retarder body 21 via an input shaft; and a retarder drive gear 19 connected to the planetary carrier 18, which meshes with the retarder input gear 20.

[0053] The retarder body 21 is located outside the transmission housing, which facilitates heat dissipation and maintenance. In this embodiment, the retarder is integrated with the transmission, with the retarder body 21 adjacent to the transmission output end 22. The retarder input gear 20 is connected to the braking assembly inside the retarder body 21 via an input shaft. When the retarder needs to be activated, the retarder input gear 20 receives power from the retarder drive gear 19 and transmits it to the retarder body 21 via the input shaft, driving its braking elements to generate braking force. The retarder drive gear 19 is connected to the planetary carrier 18 and meshes with the retarder input gear 20. In the integrated retarder configuration, the retarder drive gear 19 may be directly fixed to the planetary carrier 18 or connected to the planetary carrier 18 via a transition gear to utilize the rotation of the planetary carrier 18 to drive the retarder. When the transmission is engaged, especially when the vehicle is going downhill, the driver can reduce the vehicle speed by activating the retarder. At this point, the rotation of the planetary carrier 18 is transmitted to the retarder input gear 20 via the retarder drive gear 19, and then drives the braking elements inside the retarder body 21 via the input shaft. These braking elements, typically based on hydraulic, electromagnetic, or mechanical principles, are converted into additional resistance to help the vehicle decelerate.

[0054] In another embodiment, the retarder is designed to be connected in parallel with the transmission, and the location of the retarder is more flexible, possibly located in other parts of the vehicle.

[0055] Specifically, the axes of the first axis 4, the second axis 7, the first intermediate axis 5, and the second intermediate axis 6 are set at an angle to the horizontal plane.

[0056] In this embodiment, all gears are designed as helical gears. The design of the axes of shaft 4, shaft 7, first intermediate shaft 5, and second intermediate shaft 6 having an angle with the horizontal plane further optimizes the working conditions of the helical gears. Helical gears generate axial force during meshing, which is a force along the gear axis. By setting the angle between the axis and the horizontal plane, the contact angle of the helical gear can be adjusted, making the direction of the axial force more consistent with the natural support direction of the shaft. This reduces the impact of axial force on the bearings and the shaft itself, and reduces wear and efficiency loss caused by excessive axial force.

[0057] The angled axis design allows for a more compact internal structure of the transmission, optimizing space utilization. In heavy-duty vehicle applications, chassis space is often very limited. Therefore, by adjusting the angle between the axis and the horizontal plane, the transmission can be made smaller and lighter while maintaining high strength and rigidity. This is crucial for improving vehicle loading capacity and reducing fuel consumption.

[0058] The meshing characteristics of helical gears help reduce noise and vibration. Compared to spur gears, the progressive contact characteristics of helical gears reduce the impact at the moment of meshing, thereby lowering noise levels and reducing vibration. The angle between the axis and the horizontal plane further optimizes this characteristic, making the entire transmission run more smoothly and quietly.

[0059] During gear shifting, the tilted axis design helps reduce the instantaneous impact between gears, thereby improving the smoothness and comfort of gear shifting.

[0060] Specifically, lubricating oil is provided at the bottom of the housing, and each gear on the second intermediate shaft 6 is located above the lubricating oil surface.

[0061] Lubricating oil fills the gaps between gears and other transmission components, forming a thin oil film that reduces direct metal-to-metal contact, thereby significantly lowering the coefficient of friction during transmission. The flowing lubricating oil also carries away the heat generated during gear meshing and shaft rotation, preventing component deformation and performance degradation due to overheating.

[0062] In traditional designs, gears are immersed in oil, and their rotation agitates the lubricating oil, resulting in additional energy loss—the so-called "agitation loss." The design of the first shaft 4, second shaft 7, first intermediate shaft 5, and second intermediate shaft 6 significantly reduces this agitation, thereby improving the overall efficiency of the transmission. Although the gears are not directly immersed in the oil, the oil pump 66 or other lubrication systems can precisely spray the lubricating oil to the parts that require lubrication, such as gear meshing surfaces and bearings, avoiding resource waste and contamination caused by over-lubrication. The fact that the gears are not completely immersed in the oil reduces heat dissipation problems caused by oil overheating. The oil can dissipate heat more effectively through the circulation system, maintaining an ideal oil temperature and operating environment.

[0063] Specifically, the housing comprises a first housing 1, a second housing 2, and a third housing 3, which are fixedly connected in sequence. The first, second, and third transmission systems are located within the first housing 1, second housing 2, and third housing 3, respectively. This segmented design of the housing facilitates the assembly and maintenance of the transmission and also helps optimize the internal structural layout. The transmission systems within each housing operate independently, achieving overall coordination through the connection of gears and shafts. This design reduces the manufacturing cost of the transmission while also improving its reliability.

[0064] In this embodiment, the shell is designed using structural topology optimization technology to achieve the lightest weight while ensuring that the shell rigidity meets the requirements, effectively reducing weight and improving the fuel economy of the whole vehicle.

[0065] It should be further noted that both ends of shaft 4, shaft 7, first intermediate shaft 5, and second intermediate shaft 6 are connected to the housing via bearings.

[0066] Optionally, the first synchronizer 42 adopts a locking pin type synchronizer and the second synchronizer 14 adopts a locking ring type synchronizer for shifting operations. The second synchronizer's synchronization ring and synchronization cone adopt an anti-drag structure to prevent the synchronizer's synchronization ring and synchronization cone from slipping and effectively improving the transmission efficiency of the assembly.

[0067] Alternatively, in another embodiment, the oil pump 66 is not located on the second intermediate shaft, and can be adjusted according to actual needs or spatial layout.

[0068] The transmission structure designed in this application has a speed ratio range of up to 17.60 and a speed ratio difference of about 1.21, which can meet the needs of matching different speed ratio drive axles in the whole vehicle and meet the needs of reducing fuel consumption in the whole vehicle under different working conditions.

[0069] Through the coordinated operation of the first, second, and third transmission systems, 16 forward gears and 4 reverse gears are achieved. The working principle of the gear shifting operation using the above-mentioned transmission is as follows:

[0070] When the transmission needs to engage first gear, the second synchronizer 14 shift sleeve slides to one side and engages with the low gear synchronizer cone 15, at which time the second synchronizer is in low gear; the first shift sleeve 75 slides to one side, so that its upper internal spline engages with the upper external spline of the first and second gear 71 on the second shaft 7; the first synchronizer 42 slides to one side, and the external spline of the first synchronizer 42 sleeve engages with the internal spline of the low gear input gear 43. At this time, the engine power is input through the first shaft 4, and transmitted to the low gear input gear 43 through the first synchronizer 42 gear sleeve. The low gear input gear 43 simultaneously meshes with the first intermediate shaft low gear 54 and the second intermediate shaft low gear 64, splitting the power to the first intermediate shaft 5 and the second intermediate shaft 6. The power is then transmitted to the first and second gears 71 through the first and second gears 51 and 61 of the first and second intermediate shafts, and then through the first shift sleeve 75 to the second shaft 7. The power is then transmitted to the sun gear 9 through the sun gear connecting sleeve 8, and output from the planet carrier 18 after the planetary gear system reduces speed. The external spline on the planet carrier 18 engages with the internal spline on the output end 22, and finally the power is output from the output end 22.

[0071] When the transmission needs to engage second gear, the shift sleeve of the second synchronizer 14 slides to one side and engages with the low-gear synchronizer cone 15. Based on first gear, only the sleeve of the first synchronizer 42 slides to the other side, and the external spline on the first synchronizer 42 engages with the high-gear input gear 41, thus completing the engagement of the transmission into second gear.

[0072] When the transmission is in third gear, the second shift sleeve 74 and the reverse shift sleeve 76 are in neutral. The shift sleeve of the second synchronizer 14 slides to one side and engages with the low gear synchronizer cone 15. At this time, the second synchronizer is in low gear. The first shift sleeve 75 slides to one side, so that its upper internal spline engages with the upper external spline of the third and fourth gears 72. The first synchronizer 42 slides to one side, and the external spline of the first synchronizer 42 sleeve engages with the internal spline of the low gear input gear 43. At this time, the engine power is input through the first shaft 4, and transmitted to the low gear input gear 43 through the first synchronizer 42 gear sleeve. The low gear input gear 43 simultaneously meshes with the first intermediate shaft low gear 54 and the second intermediate shaft low gear 64, splitting the power to the first intermediate shaft 5 and the second intermediate shaft 6. The power is then transmitted to the third and fourth gear 72 through the first intermediate shaft third and fourth gear 52 and the second intermediate shaft third and fourth gear 62, and then transmitted to the second shaft 7 through the first shift sleeve 75. The power is then transmitted to the sun gear 9 through the sun gear connecting sleeve 8, and output from the planet carrier 18 through the planetary gear system reduction. The external spline on the planet carrier 18 engages with the internal spline on the output end 22, and finally the power is output from the output end 22.

[0073] When the transmission needs to engage fourth gear, the shift sleeve of the second synchronizer 14 slides to one side and engages with the low-gear synchronizer cone 15. Based on the third gear, only the sleeve of the first synchronizer 42 slides to the other side, and the external spline on the first synchronizer 42 engages with the high-gear input gear 41, thus completing the engagement of the transmission into fourth gear.

[0074] When the transmission is in fifth gear, the first shift sleeve 75 and the reverse shift sleeve 76 are in neutral. The second synchronizer 14 shift sleeve slides to one side and engages with the low gear synchronizer cone 15. At this time, the second synchronizer is in low gear. The second shift sleeve 74 slides to one side, so that its upper internal spline engages with the upper external spline of the fifth and sixth gear 73. The first synchronizer 42 slides to the right, and the external spline of the first synchronizer 42 sleeve engages with the internal spline of the low gear input gear 43. At this time, the engine power is input through the first shaft 4, and transmitted to the low gear input gear 43 through the first synchronizer 42 gear sleeve. The low gear input gear 43 simultaneously meshes with the first intermediate shaft low gear 54 and the second intermediate shaft low gear 64, splitting the power to the first intermediate shaft 5 and the second intermediate shaft 6. The power is then transmitted to the fifth and sixth gears 73 through the first intermediate shaft fifth and sixth gears 53 and the second intermediate shaft fifth and sixth gears 63, and transmitted to the second shaft 7 through the second shift sleeve 74. The power is then transmitted to the sun gear 9 through the sun gear connecting sleeve 8, and output from the planet carrier 18 through the planetary gear system reduction. The external spline on the planet carrier 18 engages with the internal spline on the output end 22, and finally the power is output from the output end 22.

[0075] When the transmission needs to engage sixth gear, the second synchronizer 14 shift sleeve slides to one side and engages with the low-gear synchronizer cone 15. Based on fifth gear, only the first synchronizer 42 sleeve slides to the other side, and the external spline on the first synchronizer 42 sleeve engages with the high-gear input gear 41 of the front auxiliary gearbox, thus completing the engagement of the transmission into sixth gear.

[0076] When the transmission is in seventh gear, the first shift sleeve 75 and the reverse shift sleeve 76 are in neutral. The second synchronizer 14 shift sleeve slides to one side and engages with the low gear synchronizer cone 15. At this time, the second synchronizer is in low gear. The second shift sleeve 74 slides to the other side, so that its upper internal spline engages with the internal spline on the right side of the low gear input gear 43 (here, the low gear input gear 43 is equivalent to the seventh and eighth gears). The first synchronizer 42 slides to one side, and the external spline of the first synchronizer 42 sleeve engages with the internal spline of the low gear input gear 43. The low-gear input gear 43 simultaneously meshes with the low-gear gear 54 of the first intermediate shaft and the low-gear gear 64 of the second intermediate shaft, splitting the power flow to the first intermediate shaft 5 and the second intermediate shaft 6. The power is then transmitted to the second shaft via the low-gear gear 54 of the first intermediate shaft and the low-gear gear 64 of the second intermediate shaft. At this time, the engine power is input through the first shaft 4, transmitted to the second shaft 7 via the first synchronizer 42 sleeve, the low-gear input gear 43, and the second shift sleeve 74, transmitted to the sun gear 9 via the sun gear connecting sleeve 8, and output from the planet carrier 18 after being reduced in speed by the planetary gear system. The external spline on the planet carrier 18 engages with the internal spline on the output end 22, and finally the power is output from the output end 22.

[0077] When the transmission needs to engage eighth gear, the shift sleeve of the second synchronizer 14 slides to one side and engages with the low-gear synchronizer cone 15. At this time, the second synchronizer is in low gear. Based on seventh gear, the sleeve of the first synchronizer 42 slides to the other side. The external spline on the sleeve of the first synchronizer 42 engages with the high-gear input gear 41. At this time, the engine power is input through the first shaft 4 and transmitted to the high-gear input gear 41 through the sleeve of the first synchronizer 42. The high-gear input gear 41 simultaneously engages with the high-gear gear 55 of the first intermediate shaft and the high-gear gear 65 of the second intermediate shaft, splitting the power and transmitting it to the first intermediate shaft 5 and the second intermediate shaft 6. The power is then transmitted to the first shaft through the high-gear gear 55 of the first intermediate shaft and the high-gear gear 65 of the second intermediate shaft, and then to the first shaft. It is then transmitted to the second shaft 7 through the first shaft, and to the sun gear 9 through the sun gear connecting sleeve 8. After reduction by the planetary gear system, the power is output from the planet carrier 18. The external spline on the planet carrier 18 engages with the internal spline on the output end 22. Finally, the power is output from the output end 22 to the transmission, and the engagement of eighth gear is completed.

[0078] When the transmission needs to engage from ninth to sixteenth gear, the second synchronizer 14 shift sleeve slides to the other side and engages with the high-gear synchronizer cone 16. At this time, there is no relative speed difference between the sun gear, planet gears, and planet carrier. The sun gear drives the planet carrier to output directly, and the third transmission system is in a high-gear state. The shifting actions from ninth to sixteenth gear correspond to the shifting actions from first to eighth gear, and the shifting process from ninth to sixteenth gear is completed sequentially.

[0079] When the transmission is engaged in reverse first gear, the second synchronizer 14 shift sleeve slides to one side and engages with the low gear synchronizer cone 15. The first shift sleeve 75 and the second shift sleeve 74 are in neutral. The reverse shift sleeve 76 slides to one side, so that its upper internal spline engages with the upper spline of the first reverse gear 77. The first synchronizer 42 slides to one side, and the outer spline of the first synchronizer 42 sleeve engages with the inner spline of the low gear input gear 43. At this time, the engine power is input through shaft 4 and transmitted to the low-gear input gear 43 through the first synchronizer 42 gear sleeve. The low-gear input gear 43 simultaneously meshes with the low-gear gear 54 of the first intermediate shaft and the low-gear gear 64 of the second intermediate shaft, splitting the power to the first intermediate shaft 5 and the second intermediate shaft 6. Through the first intermediate shaft reverse gear 57, the first intermediate shaft reverse idler gear 58, the second intermediate shaft reverse gear 67, and the second intermediate shaft reverse idler gear 68, the power is combined and transmitted to the first reverse gear 77. Through the reverse shift sleeve 76, the power is transmitted to the second shaft 7, through the sun gear connecting sleeve 8, and to the sun gear 9. After reduction by the planetary gear system, the power is output from the planet carrier 18. The external spline on the planet carrier 18 engages with the internal spline on the output end 22. Finally, the power is output from the output end 22 to the transmission, completing the engagement of eighth gear.

[0080] When the transmission needs to engage second gear, the shift sleeve of the second synchronizer 14 slides to one side and engages with the low gear synchronizer cone 15. Based on engaging first gear, only the sleeve of the first synchronizer 42 slides to the other side, and the external spline on the sleeve of the first synchronizer 42 engages with the high gear input gear 41, thus completing the engagement of second gear.

[0081] When the transmission needs to shift into third or fourth gear, the second synchronizer 14 shift sleeve slides to the other side and engages with the high-gear synchronizer cone 16. At this time, there is no relative speed difference between the sun gear, planet gears, and planet carrier. The sun gear drives the planet carrier to directly output, and the third transmission system is in a high gear state. Corresponding to the shifting actions of the first and second reverse gears, the shifting process of the third and fourth reverse gears is completed in sequence.

[0082] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0083] 1) Through the unique combination design of the first, second and third transmission systems, and the fine matching of the gear pairs of each gear, the present invention achieves efficient power transmission of 16 forward gears and 4 reverse gears. Especially when the speed ratio difference is small, it effectively reduces shift shock and shortens the power interruption time, thereby improving the shifting comfort and fuel economy of the whole vehicle.

[0084] 2) The use of helical gears and the adjustment of special gear parameters eliminate the axial force acting on the housing during gear meshing, reducing bearing friction and significantly improving the transmission efficiency of the gearbox. Furthermore, the rational arrangement of thrust bearings and guide bearings further reduces unnecessary axial and radial forces, lowering wear on the friction pairs and providing a solid foundation for efficient transmission.

[0085] 3) The third transmission system adopts a planetary gear train structure, which realizes the self-balancing of internal forces of the sun gear, planet gears and planetary ring gear, ensuring that the planetary gear system does not output additional axial force during operation. This not only reduces the load on the bearings, but also effectively improves the transmission efficiency of the entire transmission assembly.

[0086] 4) The introduction of a highly efficient and precise forced lubrication structure ensures that the gears do not agitate the lubricating oil during operation, reducing energy loss caused by oil agitation, while ensuring that key components are adequately lubricated, thus reducing wear and maintenance costs.

[0087] 5) This invention supports parallel and integrated retarder structures, especially integrated retarders, which can share lubricating oil with the transmission, effectively control the transmission oil temperature, extend the service life of the transmission and retarder, and simplify the layout and maintenance of the vehicle transmission system.

[0088] 6) The shell is designed using structural topology optimization technology. Through scientific calculation and material selection, it achieves the lightest weight while ensuring shell rigidity, which contributes to improving the vehicle's fuel economy, reducing emissions and improving vehicle performance.

[0089] The above embodiments can also be applied to the field of equipment technology, that is, according to another aspect of the present invention, a vehicle is provided, including a transmission, wherein the transmission is any of the transmissions in the above embodiments.

[0090] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0091] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0092] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0093] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A sixteen-speed transmission, characterized in that, include: A housing, wherein a receiving cavity is provided inside the housing, and a first transmission system, a second transmission system and a third transmission system are sequentially arranged in the receiving cavity; The first transmission system includes: a shaft (4), on which a high-gear input gear (41) and a low-gear input gear (43) are loosely fitted, and a first synchronizer (42) is provided between the high-gear input gear (41) and the low-gear input gear (43), and the first synchronizer (42) is movably connected to the shaft (4); The second transmission system includes: a second shaft (7), one end of the second shaft (7) is connected to the first shaft (4), and the second shaft (7) and the first shaft (4) are coaxially arranged. The second shaft (7) is provided with a plurality of gears and a first reverse gear (77). At least two adjacent gears are provided with a shift sleeve, and each shift sleeve is movably connected to the second shaft (7). A first intermediate shaft (5) and a second intermediate shaft (6) are provided on both sides of the first shaft (4) and the second shaft (7), and the gears on the first intermediate shaft (5) and the second intermediate shaft (6) are respectively meshed with the corresponding gears on the first shaft (4) and the second shaft (7); The third transmission system includes: a sun gear (9), one end of which is coaxially arranged with the second shaft (7), the other end of which is connected to one end of the planetary gear shaft (17), the other end of which is connected to the synchronizer assembly, the planetary gear shaft (17) being connected to the output end (22) via the planet carrier (18), the output end (22) being used to output power, and the output end (22) being located outside the housing.

2. The transmission according to claim 1, characterized in that, The planetary gear shaft (17) is provided with a plurality of planetary gears (10), and a planetary gear ring (11) is provided on the outer side of the planetary gear shaft (17). The planetary gears (10) are meshed with the planetary gear ring (11).

3. The transmission according to claim 2, characterized in that, The synchronizer component includes: The second synchronizer (14) is mounted on the synchronizer gear seat (13), which is connected to the planetary gear shaft (17) via a transition piece (12). The second synchronizer (14) is provided with a low-gear synchronizer cone (15) and a high-gear synchronizer cone (16) on both sides. The second synchronizer (14) is engaged with the low-gear synchronizer cone (15) or the high-gear synchronizer cone (16). The low-gear synchronizer cone (15) is connected to the housing, and the high-gear synchronizer cone (16) is connected to the planetary gear shaft (17). When the second synchronizer (14) meshes with the low-gear synchronizer cone (15), the sun gear (9) provides power to the planetary gear shaft (17), driving the planetary gear (10) to rotate while revolving along the internal teeth of the planetary gear ring (11), and driving the planetary gear shaft (17) to drive the planet carrier (18) to rotate. The power is output from the output end (22). When the second synchronizer (14) meshes with the high-gear synchronizer cone (16), the planetary gear shaft (17) drives the planet carrier (18) to rotate, so that the power is output from the output end (22) after passing through the planet carrier (18).

4. The transmission according to claim 3, characterized in that, The two shafts (7) are fitted with a first and second gear (71), a third and fourth gear (72), a fifth and sixth gear (73), and a first reverse gear (77). A first shift sleeve (75) is provided between the first and second gears (71) and the third and fourth gears (72). A second shift sleeve (74) is provided between the fifth and sixth gears (73) and the low gear input gear (43). A reverse shift sleeve (76) is provided between the first reverse gear (77) and the first and second gears (71). The first shift sleeve (75), the second shift sleeve (74), and the reverse shift sleeve (76) are movably connected to the two shafts (7).

5. The transmission according to claim 4, characterized in that, The first intermediate shaft (5) is provided with a first intermediate shaft reverse gear (57), a first intermediate shaft first and second gear (51), a first intermediate shaft third and fourth gear (52), a first intermediate shaft fifth and sixth gear (53), a first intermediate shaft low gear (54), a first intermediate shaft high gear (55), and a first intermediate shaft brake assembly (56). A first intermediate shaft reverse idler gear (58) is provided on the outside of the first intermediate shaft reverse gear (57). The first intermediate shaft first and second gear (51) and the first and second gears are... (71) The first intermediate shaft third and fourth gears (52) are meshed with each other, the first intermediate shaft fifth and sixth gears (53) are meshed with each other, the first intermediate shaft low gear (54) is meshed with the low gear input gear (43), the first intermediate shaft high gear (55) is meshed with the high gear input gear (41), and the first intermediate shaft reverse gear (57) is meshed with each other.

6. The transmission according to claim 5, characterized in that, The second intermediate shaft (6) is provided with a second intermediate shaft reverse gear (67), a second intermediate shaft first and second gear (61), a second intermediate shaft third and fourth gear (62), a second intermediate shaft fifth and sixth gear (63), a second intermediate shaft low gear (64), a second intermediate shaft high gear (65), and an oil pump (66). A second intermediate shaft reverse idler gear (68) is provided on the outside of the second intermediate shaft reverse gear (67). The first and second gears (71) and the second intermediate shaft first and second gears (61) are also provided. The gears are meshed as follows: the third and fourth gears (72) mesh with the third and fourth gears (62) of the second intermediate shaft; the fifth and sixth gears (73) mesh with the fifth and sixth gears (63) of the second intermediate shaft; the low gear input gear (43) meshes with the low gear (64) of the second intermediate shaft; the high gear input gear (41) meshes with the high gear (65) of the second intermediate shaft; and the first reverse gear (77) meshes with the reverse gear (67) of the second intermediate shaft.

7. The transmission according to claim 2, characterized in that, A bearing assembly is provided between the first shaft (4) and the second shaft (7). The bearing assembly includes a first thrust bearing (44), a second thrust bearing (45), and a guide bearing (46). The first thrust bearing (44) and the second thrust bearing (45) are located on both sides of the low-gear input gear (43), and the guide bearing (46) is located close to the second shaft (7).

8. The transmission according to claim 1, characterized in that, The transmission also includes a retarder assembly connected to the planetary carrier (18), the retarder assembly comprising: The retarder body (21) is located outside the housing; The retarder input gear (20) is connected to the retarder body (21) via an input shaft; A retarder drive gear (19) is connected to the planetary carrier (18), and the retarder drive gear (19) is meshed with the retarder input gear (20).

9. The transmission according to claim 1, characterized in that, The axes of the first axis (4), the second axis (7), the first intermediate axis (5), and the second intermediate axis (6) are set at an angle to the horizontal plane.

10. The transmission according to claim 1, characterized in that, The bottom of the housing is provided with lubricating oil, and each gear on the second intermediate shaft (6) is located above the surface of the lubricating oil.

11. The transmission according to claim 1, characterized in that, The housing includes a first housing (1), a second housing (2), and a third housing (3) that are fixedly connected in sequence. The first transmission system, the second transmission system, and the third transmission system are located inside the first housing (1), the second housing (2), and the third housing (3), respectively.

12. A vehicle, including a transmission, characterized in that, The transmission is the transmission according to any one of claims 1 to 11.

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