Vehicle transmission device and vehicle

Abstract

The embodiment of the invention provides a vehicle transmission device and a vehicle. Relates to the technical field of vehicles. The vehicle transmission device comprises an engine, a first motor, a second motor, a transmission assembly and a hydraulic assembly, and the engine, the first motor and the second motor are connected with the transmission assembly so that the engine, the first motor and the second motor can be selectively and dynamically coupled; the hydraulic assembly is connected with the transmission assembly so that the engine and / or the first motor can drive the hydraulic assembly through the transmission assembly. The transmission device is used for solving the problems that a hydraulic system in a loader power system is complex in structure and high in energy consumption.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle transmission device and a vehicle. Background Technology

[0002] Loaders, as important equipment in the field of construction machinery, are widely used in mines, construction sites, ports and docks, undertaking high-intensity tasks such as earthmoving, loading and unloading, and material handling. Their working conditions include: frequent starts and stops, low-speed, high-load operations (such as loading hard materials), high-speed driving and reversing switching, and the real-time response requirements of the hydraulic system to the functions of the superstructure (such as boom lifting and bucket tilting).

[0003] Traditional loader power systems mainly consist of a combination of a hydraulic torque converter and a mechanical gearbox, with the engine directly driving the traveling mechanism and hydraulic pump.

[0004] However, the hydraulic system in the power system of traditional loaders needs to be driven independently, resulting in a complex overall structure and high energy consumption. Summary of the Invention

[0005] This application provides a vehicle transmission device and a vehicle to solve the problems of complex hydraulic system structure and high energy consumption in the power system of a loader.

[0006] In a first aspect, embodiments of this application provide a vehicle transmission device, including:

[0007] Engine, first motor, second motor, transmission assembly, and hydraulic assembly.

[0008] The engine, the first motor, and the second motor are respectively connected to the transmission assembly to enable selective power coupling between the engine, the first motor, and the second motor; the hydraulic assembly is connected to the transmission assembly so that the engine and / or the first motor drive the hydraulic assembly through the transmission assembly.

[0009] In one possible implementation, the hydraulic assembly includes a working pump and a steering pump, which are respectively connected to the transmission assembly to drive the working pump and the steering pump, respectively, through the transmission assembly.

[0010] In one possible implementation, the transmission assembly includes a planetary carrier, a sun gear, a ring gear, a first output shaft, a second output shaft, a reverse gear, and a drive shaft. The engine is connected to the first output shaft, the first output shaft is connected to the planetary carrier, the planetary carrier meshes with the sun gear, the ring gear meshes with the planetary carrier, the first motor is connected to the second output shaft, the second output shaft is connected to the sun gear via gears, the reverse gear is connected to the ring gear, the second motor is directly or indirectly connected to the ring gear, and the reverse gear is connected to the drive shaft. The reverse gear is used to switch the direction of the drive shaft.

[0011] In one possible implementation, the transmission assembly further includes a first brake and a second brake. The first brake is disposed on the gear ring and connected to the second output shaft. The first brake is used to control the synchronous rotation or separation of the gear ring and the second output shaft. The second brake is disposed on the first output shaft and is used to control the stopping or rotation of the first output shaft.

[0012] In one possible implementation, the transmission assembly further includes a first clutch and a second clutch, the engine being connected to the first output shaft via the first clutch, the working pump being connected to the first output shaft via the second clutch and being connected at the middle of the first output shaft, the steering pump being connected to the second output shaft, and the sun gear being connected to the second output shaft.

[0013] In one possible implementation, the reverse gear includes a first gear, a second gear, a third clutch, a fourth clutch, a third gear, a fourth gear, a first connecting shaft, and a second connecting shaft. The first gear and the second gear are respectively disposed at both ends of the first connecting shaft, and the third gear and the fourth gear are respectively disposed at both ends of the second connecting shaft. Both the second gear and the third gear mesh with the gear ring. The third clutch is disposed on the first connecting shaft to control the disconnection or connection of the first connecting shaft. The fourth clutch is disposed on the second connecting shaft to control the disconnection or connection of the second connecting shaft. The second gear meshes with the fourth gear and meshes with the second motor through a connecting gear. The connecting gear of the second motor is connected to the drive shaft.

[0014] In one possible implementation, the reverse gear includes a mechanical automatic transmission and an input shaft, the input shaft being coaxially connected to the gear ring, the input end of the mechanical automatic transmission being connected to the input shaft, and the output end of the mechanical automatic transmission being connected to the drive shaft to control the direction of the drive shaft.

[0015] In one possible implementation, the second motor is connected to the gear ring via a connecting gear, and the second motor and the first motor are located on opposite sides of the gear ring.

[0016] In one possible implementation, the second motor is coaxially mounted on the input shaft, and the input shaft is rotatable relative to the second motor or the second motor can drive the input shaft to rotate.

[0017] Secondly, embodiments of this application provide a vehicle, including a vehicle body and a vehicle transmission device disposed on the vehicle body.

[0018] This application provides a vehicle transmission device and a vehicle. The vehicle transmission device connects an engine, a first motor, a second motor, and a hydraulic component via a transmission assembly, enabling selective power coupling between the engine, the first motor, and the second motor. The engine and / or the first motor drive the hydraulic component through the transmission assembly. Through high integration, the independent drive motor and controller for the hydraulic system are eliminated. Deep integration of the dual motors and the transmission assembly effectively reduces redundant components, lowering overall manufacturing costs and maintenance complexity. The engine and the two motors, as the three power sources, achieve coordinated output through torque coupling in the transmission system, reducing energy loss in the transmission chain, optimizing dynamic power distribution among multiple power sources, improving overall system energy efficiency, and extending the cycle life of the power battery. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] Figure 1 A schematic diagram of the structure of the first type of vehicle transmission device provided in this application;

[0021] Figure 2 A structural schematic diagram of the second type of vehicle transmission device provided in this application;

[0022] Figure 3 A structural schematic diagram of the third type of vehicle transmission device provided in this application;

[0023] Figure 4 This is a structural schematic diagram of the fourth type of vehicle transmission device provided in this application.

[0024] Explanation of reference numerals in the attached figures:

[0025] 100. Engine; 200. First motor; 300. Second motor; 400. Transmission assembly; 401. Planetary carrier; 402. Sun gear; 403. Ring gear; 404. First output shaft; 405. Second output shaft; 406. Reverse gear; 407. Drive shaft; 408. First brake; 409. Second brake; 410. First clutch; 411. Second clutch; 412. First gear; 413. Second gear; 414. Third clutch; 415. Fourth clutch; 416. Third gear; 417. Fourth gear; 418. First connecting shaft; 419. Second connecting shaft; 420. Connecting gear; 421. Mechanical automatic transmission; 422. Input shaft; 423. Fifth gear; 424. Third connecting shaft; 425. Sixth gear; 426. Seventh gear; 500. Hydraulic assembly; 510. Working pump; 520. Steering pump.

[0026] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0027] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0028] Traditional loader power systems primarily utilize a combination of hydraulic torque converters and mechanical transmissions, directly driving the travel mechanism and hydraulic pumps via the engine. However, this approach suffers from significant energy loss, system complexity, and sluggish response. Furthermore, the hydraulic system requires independent drive, leading to high overall energy consumption and increased maintenance costs. With rising energy conservation and environmental protection requirements, users are demanding higher levels of economy, power, multi-mode operation capabilities (such as pure electric start, hybrid switching, and idle-speed power generation), and efficient coordination between the hydraulic and drive systems. Especially in scenarios involving frequent low-speed, high-load operations, traditional systems are prone to insufficient power, frequent power depletion, and slow hydraulic response.

[0029] This application provides a vehicle transmission device and a vehicle. The vehicle transmission device connects an engine, a first motor, a second motor, and a hydraulic component via a transmission assembly, enabling selective power coupling between the engine, the first motor, and the second motor. The engine and / or the first motor drive the hydraulic component through the transmission assembly. Through high integration, the independent drive motor and controller for the hydraulic system are eliminated. Deep integration of the dual motors and the transmission assembly effectively reduces redundant components, lowering overall manufacturing costs and maintenance complexity. The engine and the two motors, as the three power sources, achieve coordinated output through torque coupling in the transmission system, reducing energy loss in the transmission chain, optimizing dynamic power distribution among multiple power sources, improving overall system energy efficiency, and extending the cycle life of the power battery.

[0030] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0031] This application provides a vehicle transmission device, with reference to... Figure 1 The vehicle transmission system includes an engine 100, a first motor 200, a second motor 300, a transmission assembly 400, and a hydraulic assembly 500.

[0032] The engine 100, the first motor 200, and the second motor 300 are respectively connected to the transmission assembly 400 to enable selective power coupling between the engine 100, the first motor 200, and the second motor 300; the hydraulic assembly 500 is connected to the transmission assembly 400 so that the engine 100 and / or the first motor 200 drive the hydraulic assembly 500 through the transmission assembly 400.

[0033] The transmission component 400 can switch the power output target to achieve single motor output, dual motor output, single engine 100 output, and three-power coupling output. Furthermore, through the connection between the transmission component 400 and the hydraulic component 500, the engine 100 and the first motor 200 can drive the hydraulic component 500 separately or jointly to achieve efficient output of the hydraulic component 500.

[0034] By highly integrating the system, the independent drive motor and controller of the hydraulic system are eliminated. Through the deep integration of the dual motors and transmission components 400, redundant parts are effectively reduced, lowering the overall manufacturing cost and maintenance complexity. The engine 100 and the three power sources of the dual motors achieve coordinated output through torque coupling of the transmission system, reducing energy loss in the transmission chain, optimizing the dynamic power distribution of multiple power sources, improving the overall energy efficiency of the system, and extending the cycle life of the power battery.

[0035] In one possible implementation, the hydraulic assembly 500 includes a working pump 510 and a steering pump 520, which are respectively connected to a transmission assembly 400 to drive the working pump 510 and the steering pump 520 to operate via the transmission assembly 400.

[0036] The working pump 510 and steering pump 520 are integrated into a three-power coupling system via transmission assembly 400, eliminating the need for a separate hydraulic drive motor and controller, and achieving power source sharing between hydraulic load and driving. Engine 100 and the dual motors achieve multi-power source torque coupling and power splitting via the transmission system, dynamically distributing power to the hydraulic pump group according to operating conditions, optimizing energy management strategies, and reducing intermediate transmission losses. This high level of system integration significantly reduces redundant components, lowers overall manufacturing costs and subsequent maintenance complexity, while effectively reducing the load on the power battery and extending its cycle life.

[0037] For example, the steering pump 520 is a variable displacement pump to increase pressure when the first motor 200 operates at a low speed. Specifically, the steering pump 520 employs an electro-hydraulic proportional variable displacement piston pump, whose displacement can be continuously adjusted in real time according to steering load requirements. When the first motor 200 is idling or operating at low speed, the steering pump 520 automatically increases its displacement to maintain the system's rated pressure, ensuring steering response speed and handling precision. When the speed of the first motor 200 increases, the pump displacement decreases accordingly, effectively reducing overflow losses and parasitic power consumption, and improving the overall system energy efficiency. Replacing the traditional fixed displacement pump and overflow valve solution with an electro-hydraulic coordinated control strategy optimizes low-speed steering feel and high-speed fuel economy.

[0038] For example, the working pump 510 is a fixed displacement pump. Further, the working pump 510 can be a gear-type fixed displacement pump, which is compact, inexpensive, and highly reliable, providing a stable and continuous hydraulic flow to the working device. Because the operating conditions require high flow consistency and relatively stable load fluctuations, the fixed displacement pump avoids the complex control mechanisms and increased costs associated with variable displacement pumps, achieving an optimal balance between functionality and economy. This dual-pump differentiated configuration strategy further reduces system complexity and manufacturing costs while ensuring overall machine operability and operating efficiency.

[0039] In one possible implementation, the transmission assembly 400 includes a planetary carrier 401, a sun gear 402, a ring gear 403, a first output shaft 404, a second output shaft 405, a reverse gear 406, and a drive shaft 407. The engine 100 is connected to the first output shaft 404, which is connected to the planetary carrier 401. The planetary carrier 401 meshes with the sun gear 402, and the ring gear 403 meshes with the planetary carrier 401. The first motor 200 is connected to the second output shaft 405, which is connected to the sun gear 402. The reverse gear 406 is connected to the ring gear 403. The second motor 300 is directly or indirectly connected to the ring gear 403. The reverse gear 406 is connected to the drive shaft 407 and is used to switch the direction of the drive shaft 407.

[0040] Employing a planetary gear set power split architecture, the first output shaft 404 of the engine 100 is connected to the planetary carrier 401, and the dual motor rotors are coupled to the gear ring 403, forming a three-power-source multi-modal input. The reverse gear 406 is integrated into the power path from the gear ring 403 to the drive shaft 407, achieving forward and reverse rotation control of the drive shaft 407 through meshing state switching, eliminating the need for a traditional reverse gear set. The working pump 510 and steering pump 520 are directly mounted on the transmission assembly 400 and driven by a unified planetary gear set composite power source, realizing power source sharing and torque coupling between the hydraulic load and the driving system.

[0041] The independent hydraulic motor and controller were eliminated, redundant components were reduced, and manufacturing costs and maintenance complexity were lowered. The three power sources are dynamically speed-regulated and torque-adjusted by a planetary gear set to achieve optimal power distribution across the entire range, reduce electromechanical conversion losses, improve system transmission efficiency, and optimize battery charge and discharge depth to extend its cycle life.

[0042] In one possible implementation, the transmission assembly 400 further includes a first brake 408 and a second brake 409. The first brake 408 is disposed on the gear ring 403 and connected to the second output shaft 405. The first brake 408 is used to control the synchronous rotation or separation of the gear ring 403 and the second output shaft 405. The second brake 409 is disposed on the first output shaft 404 and is used to control the stopping or rotation of the first output shaft 404.

[0043] The second brake 409 is fixedly mounted on the transmission housing and connected to the first output shaft 404. When the first brake 408 is closed, the first output shaft 404 and the gear ring 403 rotate at the same speed. The planetary gear set integrates dual brakes as a control unit. The first brake 408 enables controllable engagement and disengagement between the gear ring 403 and the second output shaft 405, while the second brake 409 controls the locking / releasing of the engine shaft 100, thus forming a multimodal power coupling system.

[0044] By selectively engaging and disengaging the first brake 408 and the second brake 409, the system can flexibly switch the power coupling states of the engine 100, the first motor 200, and the second motor 300, achieving seamless switching between various operating modes such as pure electric drive, hybrid drive, series power generation, and energy recovery, thus avoiding unnecessary dragging losses of the power source. The engine 100 lock-up function allows the two motors to independently drive the hydraulic pump group or the entire vehicle, increasing the freedom of energy management and the space for efficiency optimization. This design, while ensuring power continuity, simplifies the independent clutch device, further improving system integration and control response speed, and reducing manufacturing costs and maintenance complexity.

[0045] In one possible implementation, the transmission assembly 400 further includes a first clutch 410 and a second clutch 411. The engine 100 is connected to the first output shaft 404 via the first clutch 410, the working pump 510 is connected to the first output shaft 404 via the second clutch 411, and the working pump 510 is connected to the middle of the first output shaft 404. The steering pump 520 is connected to the second output shaft 405, and the sun gear 402 is connected to the second output shaft 405.

[0046] Through topology optimization of the first clutch 410 and the second clutch 411, fine decoupling control of the power source and load is achieved. The first clutch 410 regulates the dynamic engagement of the engine 100 and the planetary gear set, supports the start-stop and pure electric driving modes of the engine 100, and eliminates the drag loss in the non-working range of the engine 100; the second clutch 411 realizes the clutch switching between the working pump 510 and the first output shaft 404, which can disconnect the hydraulic load in non-working conditions and avoid parasitic power loss caused by the pump set running dry.

[0047] The steering pump 520 is continuously driven via the second output shaft 405, ensuring real-time response of the steering system. The working pump 510 is selectively connected to the first output shaft 404 via the second clutch 411, supporting both direct-drive operation by the engine 100 and coupled-drive operation by the electric motor, thus improving adaptability to various working conditions. By actively controlling the power flow path, the system can dynamically optimize power distribution according to driving and working requirements, reducing overall energy consumption, extending battery cycle life, and improving the overall economy and reliability of the machine.

[0048] In one possible implementation, the reverse gear 406 includes a first gear 412, a second gear 413, a third clutch 414, a fourth clutch 415, a third gear 416, a fourth gear 417, a first connecting shaft 418, and a second connecting shaft 419. The first gear 412 and the second gear 413 are respectively disposed at both ends of the first connecting shaft 418, and the third gear 416 and the fourth gear 417 are respectively disposed at both ends of the second connecting shaft 419. Both the second gear 413 and the third gear 416 mesh with the gear ring 403. The third clutch 414 is disposed on the first connecting shaft 418 to control the opening or closing of the first connecting shaft 418. The fourth clutch 415 is disposed on the second connecting shaft 419 to control the opening or closing of the second connecting shaft 419. The second gear 413 meshes with the fourth gear 417 and meshes with the second motor 300 through a connecting gear 420. The connecting gear 420 of the second motor 300 is connected to the transmission shaft 407.

[0049] A dual-shaft, four-gear, dual-clutch reverse gear control module is adopted. The second motor 300 directly drives the transmission shaft 407 through the gear 420 and participates in the torque output during the shifting process, realizing uninterrupted gear shifting. The third clutch 414 and the fourth clutch 415 respectively control the power supply to the first connecting shaft 418 and the second connecting shaft 419, realizing electronic switching between reverse and forward gears, eliminating the traditional mechanical reverse gear set, and significantly shortening the transmission chain.

[0050] The second motor 300 can selectively merge with the planetary gear setter. Furthermore, the coupling between the second motor 300 and the overall powertrain is independent of gear mode; it can be started and stopped as needed. The second motor 300 provides bidirectional torque support, improving low-speed handling and shifting smoothness. Through selective clutch engagement, the system can flexibly achieve uninterrupted switching between forward and reverse gears, optimizing the driving experience.

[0051] For example, a fifth gear 423 is also provided on the first output shaft 404. The fifth gear 423 is located between the first clutch 410 and the planetary carrier 401. The working pump 510 is connected to a third connecting shaft 424 via a coupling. The third connecting shaft 424 is connected to a second clutch 411 so that the second clutch 411 can control the start or stop of the working pump 510. A sixth gear 425 is provided on the third connecting shaft 424. The sixth gear 425 meshes with the fifth gear 423 so that the first output shaft 404 drives the third connecting shaft 424 to rotate.

[0052] For example, a seventh gear 426 is provided on the second output shaft 405, and a gear ring with two external teeth is provided on the sun gear 402. One gear ring meshes with the internal gear ring of the planet carrier 401, and the other gear ring meshes with the seventh gear 426. This allows the second output shaft 405 to rotate via the sun gear 402, enabling the steering pump 520 to be started in multiple modes.

[0053] For example, the planet carrier 401 has an internal gear ring and multiple external gear rings. The internal gear ring of the planet carrier 401 meshes with one of the external gear rings of the sun gear 402. The external gear rings mesh with the first gear 412 and the third gear 416 respectively, realizing selective output of reverse and forward gears.

[0054] By adopting the above-described structure, the vehicle transmission device of this application has multiple modes and can switch between various modes. Wherein, C1 is the third clutch 414, C2 is the fourth clutch 415, C3 is the second clutch 411, C4 is the first clutch 410, B1 is the first brake 408, and B2 is the second brake 409.

[0055] Mode 1 (Start Engine 100 from Parking / Quick Start): C1, C2, C3, C4, B1, and B2 are all disconnected, and engine 100 is started individually. When C4 and B1 engage synchronously, C1 and C2 disengage synchronously, engine 100 is engaged, and the gear ring 403 is synchronized with the second output shaft 405. The torque of the first motor 200 is amplified by the gear ring 403 and directly drives the planetary carrier 401, achieving high transient quick start.

[0056] Mode 2 (Starting engine 100 while driving): C1 and C4 are engaged, and the power of engine 100 is transmitted to the drive shaft 407 through the planetary gear set and the reverse gear 406 dual-shaft gear set, thus starting engine 100 while driving.

[0057] Mode 3 (Static Hydraulic Operation): C3 engages with B1, the first motor 200 drives the steering pump 520 through the second output shaft 405, and simultaneously drives the working pump 510 on the first output shaft 404 via planetary gear coupling, thus achieving static hydraulic operation.

[0058] Mode 4 (Pure Electro-hydraulic High Power): With C1, C3 and B1 locked, the first motor 200 drives the steering pump 520 via the second output shaft 405 and drives the working pump 510 via the planetary gear set. The second motor 300 drives the gear ring 403 to rotate via the reverse gear 406, so that the first motor 200 and the second motor 300 jointly drive the gear ring 403 to rotate, and then drive the working pump 510 to run in the opposite direction, realizing pure electro-hydraulic high power operation.

[0059] Mode 5 (Idle low-power power generation): Only C4 is engaged, while C1 or C2 is closed. Engine 100 drives planetary carrier 401, which in turn drives first motor 200 to generate electricity via sun gear 402 and second output shaft 405, thus achieving idle low-power power generation.

[0060] Mode 6 (High-power idling power replenishment): C4 and B1 are engaged, while C1 and C2 are disengaged. Engine 100 drives the second output shaft 405 to rotate synchronously through planetary carrier 401 and gear ring 403, reducing the transmission path and achieving high-power idling power replenishment.

[0061] Mode 7 (Pure Electric 1st Gear): Both C1 and C2 are disconnected, and the drive shaft 407 is driven independently by the second motor 300 to achieve single-gear pure electric driving.

[0062] Mode 8 (pure electric 2nd gear): B1 is engaged, and C1 and C2 are selectively engaged to control the transmission ratio of the reverse gear 406 so that the first motor 200 and the second motor 300 jointly drive the drive shaft 407.

[0063] Mode 9 (Hybrid Reverse): C2 and C4 engage, and the power from engine 100 flows through planetary carrier 401 and sun gear 402, where it merges with the reverse torque of the second motor 300 at the reverse gear component 406 to achieve high-torque hybrid reverse gear.

[0064] Mode 10 (Input Power Split): C1 and C4 are engaged, and the torque of engine 100 is split through planetary carrier 401 to ring gear 403 and sun gear 402, driving the second output shaft 405 to generate electricity for the first motor 200; and through reverse gear 406, it communicates with the second motor 300 to participate in torque adjustment, realizing continuous variable power splitting for power generation and driving.

[0065] Mode 11 (Engine 100 direct drive): C1, C4 and B1 are fully engaged. The three power sources, engine 100, first motor 200 and second motor 300, converge through the planetary gear set and the reverse gear 406 dual coupling point, and the full torque is superimposed for output, which is suitable for extreme load conditions.

[0066] Mode 12 (Range Extended Hybrid): C4 and B1 are engaged, engine 100 drives first motor 200 to generate electricity, and the electric energy supplies second motor 300 to drive drive shaft 407, forming a series hybrid topology and extending the pure electric range.

[0067] Reference Figure 1 For example, the second motor 300 is mounted on the output end of the second gear 413 of the reverse gear 406 and meshes directly with the gear on the drive shaft 407 via a connecting gear 420. The second motor 300 is mounted in the length direction of the vehicle to reduce the width of the transmission.

[0068] In other examples, refer to Figure 2The second motor 300 can be connected to the outer toothed ring of the gear ring 403 via a connecting gear 420. At this time, the second motor 300 and the first motor 200 are located on opposite sides of the vehicle's width direction to reduce the length of the transmission device. Meanwhile, the first gear 412 of the reverse gear 406 is directly connected to the gear ring 403 via the input shaft 422.

[0069] In other examples, refer to Figure 3 The reverse gear 406 includes an automated mechanical transmission (AMT) 421 and an input shaft 422. The input shaft 422 is coaxially connected to the gear ring 403. The input end of the automated mechanical transmission 421 is connected to the input shaft 422, and the output end of the automated mechanical transmission 421 is connected to the drive shaft 407 to control the steering of the drive shaft 407.

[0070] In some examples where the reverse gear 406 is a mechanical automatic transmission 421, the second motor 300 is connected to the gear ring 403 via a connecting gear 420, with the second motor 300 and the first motor 200 located on opposite sides of the gear ring 403, to reduce the length of the transmission. In this case, the mechanical automatic transmission 421 of the reverse gear 406 is directly connected to the gear ring 403 via an input shaft 422.

[0071] In some other examples where the reverse gear 406 is a mechanical automatic transmission 421, see [reference]. Figure 4 The second motor 300 is coaxially mounted on the input shaft 422. The input shaft 422 can rotate relative to the second motor 300, or the second motor 300 can drive the input shaft 422 to rotate. In this case, the rotor of the second motor 300 is coaxial with the input shaft 422, so as to further reduce the space occupied by the transmission device.

[0072] This application provides a vehicle, including a vehicle body and a vehicle transmission device disposed on the vehicle body.

[0073] The vehicle transmission device in this embodiment has the same structure as the vehicle transmission device provided in any of the above embodiments and can bring the same or similar technical effects. It will not be described in detail here, but can be referred to the description of the above embodiments.

[0074] The vehicle provided in this application embodiment has a transmission device that connects the engine 100, the first motor 200, the second motor 300, and the hydraulic assembly 500 respectively via a transmission component 400, enabling selective power coupling between the engine 100, the first motor 200, and the second motor 300; and the engine 100 and / or the first motor 200 drive the hydraulic assembly 500 via the transmission component 400. Through high integration, the independent drive motor and controller for the hydraulic system are eliminated. The deep integration of the dual motors with the transmission component 400 effectively reduces redundant components, lowering overall manufacturing costs and maintenance complexity. The engine 100 and the two motors, three power sources, achieve coordinated output through torque coupling in the transmission system, reducing energy loss in the transmission chain, optimizing dynamic power distribution among multiple power sources, improving overall system energy efficiency, and extending the cycle life of the power battery.

[0075] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle transmission, characterized by, The utility model relates to an engine, a first motor, a second motor, a transmission assembly and a hydraulic assembly, The engine, the first motor and the second motor are connected with the transmission assembly respectively to selectively power couple the engine, the first motor and the second motor; the hydraulic assembly is connected with the transmission assembly to drive the hydraulic assembly by the transmission assembly. The hydraulic assembly includes a working pump and a steering pump, which are respectively connected with the transmission assembly to drive the working pump and the steering pump to operate respectively by the transmission assembly.

2. The vehicle transmission of claim 1, wherein The transmission assembly includes a planet carrier, a sun gear, a ring gear, a first output shaft, a second output shaft, a reverse gear and a transmission shaft, the engine is connected with the first output shaft, the first output shaft is connected with the planet carrier, the planet carrier is engaged with the sun gear, the ring gear is engaged with the planet carrier, the first motor is connected with the second output shaft, the second output shaft is connected with the sun gear through a gear, the reverse gear is connected with the ring gear, the second motor is directly or indirectly connected with the ring gear, the reverse gear is connected with the transmission shaft, and the reverse gear is used for switching the rotation direction of the transmission shaft.

3. The vehicle transmission of claim 2, wherein, The transmission assembly further includes a first brake and a second brake, the first brake is arranged on the ring gear and connected with the second output shaft, and the first brake is used for controlling the synchronous rotation or separation of the ring gear and the second output shaft; the second brake is arranged on the first output shaft, and the second brake is used for controlling the stop or rotation of the first output shaft.

4. The vehicle transmission of claim 3, wherein The transmission assembly further includes a first clutch and a second clutch, the engine is connected with the first output shaft through the first clutch, the working pump is connected with the first output shaft through the second clutch, and the working pump is connected in the middle of the first output shaft, the steering pump is connected with the second output shaft, and the sun gear is connected with the second output shaft.

5. The vehicle transmission of claim 3, wherein, The reverse gear includes a first gear, a second gear, a third clutch, a fourth clutch, a third gear, a fourth gear, a first connecting shaft and a second connecting shaft, the first gear and the second gear are arranged at two ends of the first connecting shaft respectively, the third gear and the fourth gear are arranged at two ends of the second connecting shaft respectively, the second gear and the third gear are engaged with the ring gear, the third clutch is arranged on the first connecting shaft to control the disconnection or connection of the first connecting shaft, the fourth clutch is arranged on the second connecting shaft to control the disconnection or connection of the second connecting shaft, the second gear is engaged with the fourth gear and connected with the second motor through a connecting gear, and the connecting gear of the second motor is connected with the transmission shaft.

6. A vehicle transmission according to any one of claims 3-5, characterised in that, ​ 7. The vehicle transmission of claim 3, wherein The reverse gear comprises a mechanical automatic gearbox and an input shaft, the input shaft is coaxially connected with the ring gear, an input end of the mechanical automatic gearbox is connected with the input shaft, and an output end of the mechanical automatic gearbox is connected with the transmission shaft to control the rotation direction of the transmission shaft.

8. A vehicle transmission according to claim 3 or 7, characterised in that, The second motor is connected with the ring gear through a connecting gear, and the second motor and the first motor are respectively located on two sides of the ring gear.

9. The vehicle transmission of claim 7, wherein, The second motor is coaxially arranged on the input shaft, and the input shaft can rotate relative to the second motor or the second motor can drive the input shaft to rotate.

10. A vehicle characterized by comprising: A vehicle drive device as claimed in any one of claims 1-9 is arranged on a vehicle body.

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