Single-gear transmission, hybrid power assembly and four-wheel drive assembly

Abstract

The invention discloses a single-gear transmission, a hybrid power assembly and a four-wheel drive assembly, and belongs to the technical field of vehicles, and the single-gear transmission comprises a first shaft, a second shaft, a third shaft and a fourth shaft, the second shaft is configured to be in transmission connection with the first motor; the third shaft is configured to be in transmission connection with a first wheel; when the single-gear transmission is in the first state, a first transmission path is formed, so that the engine drives the first motor to generate electricity; when the single-gear transmission is in the second state, a second transmission path is formed, so that the first motor drives the first wheel; and when the single-gear transmission is in a third state, a third transmission path is formed, so that the engine drives the first wheel while driving the first motor to generate power, multi-power-source cooperative driving and energy management can be achieved, and the multi-power-source transmission system can adapt to diversified driving working conditions so as to cope with the requirements and challenges of modern complex working conditions for the diversified performance of the transmission system.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a single-speed transmission, a hybrid powertrain, and a four-wheel drive system. Background Technology

[0002] In traditional mechanical transmission systems, single-speed transmissions are widely used in the electric vehicle field due to their advantages such as simple structure and low cost. However, the limited functionality of existing single-speed transmissions can no longer meet the challenges of the diverse needs of transmission systems under modern complex operating conditions. Summary of the Invention

[0003] This application provides a single-speed transmission, a hybrid powertrain, and a four-wheel drive system, which can adapt to the needs of various operating conditions and at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a single-speed transmission is provided, comprising: The first shaft is configured to be connected to the engine drive. The second shaft is configured to be driven by the first motor; and The third axle is configured to be connected to the first wheel drive; The single-speed transmission includes at least a first state, a second state, and a third state, and is configured to switch transmission paths between the first state, the second state, and the third state. When the single-speed transmission is in the first state, a first transmission path is formed to enable the engine to drive the first motor to generate electricity; When the single-speed transmission is in the second state, a second transmission path is formed to enable the first motor to drive the first wheel; When the single-speed transmission is in the third state, a third transmission path is formed to enable the engine to drive the first motor to generate electricity while simultaneously driving the first wheel.

[0005] In some embodiments, the single-speed transmission further includes a fourth state, and the single-speed transmission is configured to switch transmission paths between the first state, the second state, the third state, and the fourth state; When the single-speed transmission is in the fourth state, a fourth transmission path is formed to enable the engine to drive the first wheel, so that the vehicle is in a forward driving condition.

[0006] In some embodiments, the single-speed transmission further includes a fifth state, and the single-speed transmission is configured to switch transmission paths between the first state, the second state, the third state, the fourth state, and the fifth state; When the single-speed transmission is in the fifth state, a fifth transmission path is formed to enable the engine to drive the first wheel, so that the vehicle is in a reversing state.

[0007] In some embodiments, when the single-speed transmission is in the first state, the first shaft is drivenly connected to the second shaft, and the second shaft is drivenly disengaged from the third shaft, and the engine, the first shaft, the second shaft, and the first motor form the first transmission path.

[0008] In some embodiments, when the single-speed transmission is in the second state, the second shaft is drivenly connected to the third shaft, and the first shaft is drivenly disconnected from the second shaft, and the first motor, the second shaft, the third shaft and the first wheel form the second transmission path.

[0009] In some embodiments, when the single-speed transmission is in the third state, the first shaft is connected to the second shaft and the third shaft respectively, the engine, the first shaft, the second shaft and the first motor form a first sub-drive path, the engine, the first shaft, the third shaft and the first wheel form a second sub-drive path, and the third drive path includes the first sub-drive path and the second sub-drive path.

[0010] In some embodiments, when the single-speed transmission is in the fourth state, the first shaft is drivenly connected to the third shaft, and the first shaft is drivenly disengaged from the second shaft, and the engine, the first shaft, the third shaft, and the first wheel form a fourth transmission path.

[0011] In some embodiments, when the single-speed transmission is in the fifth state, the first shaft is drivenly connected to the second shaft, and the second shaft is drivenly connected to the third shaft, and the engine, the first shaft, the second shaft, the third shaft and the first wheel form a fifth transmission path.

[0012] In some embodiments, the first axis, the second axis, and the third axis are arranged in parallel pairs.

[0013] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnect device, and a second coupling disconnect device. The first shaft is connected to the fourth gear, and the fourth gear meshes with the second gear. The second shaft is connected to the first gear and the second gear via the first coupling disconnect device. The first shaft is connected to the third gear via the second coupling disconnect device. The third gear meshes with the first gear and the fifth gear. The third shaft is connected to the fifth gear.

[0014] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the second shaft from the first gear and the second gear respectively; the second coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the third gear. When the first coupling disconnect device couples the second gear and the second shaft, and the second coupling disconnect device disconnects the transmission connection between the first shaft and the third gear, the single-speed transmission is in a first state; when the first coupling disconnect device couples the first gear and the second shaft, and the second coupling disconnect device disconnects the transmission connection between the first shaft and the third gear, the single-speed transmission is in a second state; when the first coupling disconnect device couples the second gear and the second shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a third state; when the first coupling disconnect device disconnects both the first gear and the second gear from the second shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a fourth state.

[0015] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnect device, and a second coupling disconnect device. The first shaft is connected to the fourth gear, and the fourth gear meshes with the second gear. The second shaft is connected to the first gear and the second gear via the first coupling disconnect device. The first shaft is connected to the third gear via the second coupling disconnect device. The third shaft is connected to the fifth gear, and the fifth gear meshes with the first gear and the third gear.

[0016] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the second shaft from the first gear and the second gear respectively; the second coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the third gear. When the first coupling disconnect device couples the second gear and the second shaft, and the second coupling disconnect device disconnects the transmission connection between the first shaft and the third gear, the single-speed transmission is in a first state; when the first coupling disconnect device couples the first gear and the second shaft, and the second coupling disconnect device disconnects the transmission connection between the first shaft and the third gear, the single-speed transmission is in a second state; when the first coupling disconnect device couples the second gear and the second shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a third state; when the first coupling disconnect device disconnects both the first gear and the second gear from the second shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a fourth state.

[0017] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is drivenly connected to the first gear, the first shaft is drivenly connected to the second gear through the first coupling disconnect device, the second shaft is connected to the third gear, the third gear meshes with both the second gear and the fourth gear, the third shaft is drivenly connected to both the fourth gear and the fifth gear through the second coupling disconnect device, and the fifth gear meshes with the first gear.

[0018] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the second gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the fifth gear and the third shaft, or to couple or disconnect the transmission connection between the fourth gear and the third shaft. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device couples the fourth gear to the third shaft and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when the first coupling disconnect device is engaged and the second coupling disconnect device couples the fifth gear to the third shaft, the single-speed transmission is in a third state; when the first coupling disconnect device is disengaged and the second coupling disconnect device couples the fifth gear to the third shaft, the single-speed transmission is in a fourth state; when the first coupling disconnect device is engaged and the second coupling disconnect device couples the fourth gear to the third shaft, the single-speed transmission is in a fifth state.

[0019] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft and the first gear are connected via the first coupling disconnect device; the first gear meshes with the second gear, the second gear is connected to the third shaft via the second coupling disconnect device, the third gear meshes with the second gear, and the third gear is connected to the second shaft.

[0020] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the first gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the second gear and the third shaft. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0021] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft and the third gear are connected via the first coupling disconnect device, the third gear meshes with the second gear, and the second gear is connected to the second shaft; the third gear and the first gear are connected via the second coupling disconnect device, the first gear meshes with the fourth gear, and the fourth gear is connected to the third shaft.

[0022] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the third gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third gear and the first gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0023] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is drivenly connected to the second gear through the first coupling disconnect device, the second gear meshes with the first gear and the third gear respectively, the first gear is connected to the second shaft; the third gear is drivenly connected to the third shaft through the second coupling disconnect device.

[0024] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the second gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third gear and the third shaft. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0025] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is connected to the first gear, the first gear meshes with the fourth gear, the fourth gear is drivenly connected to the third gear through the first coupling disconnect device, the third gear meshes with the second gear, the second gear is connected to the second shaft, and the third gear is drivenly connected to the third shaft through the second coupling disconnect device.

[0026] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the fourth gear and the third gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third gear and the third shaft. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0027] In some embodiments, the single-speed transmission further includes a fourth shaft, a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device. The fourth shaft is sleeved on the third shaft, and the third gear and the fourth gear are fixedly mounted on the fourth shaft. The first shaft is connected to the second gear via the first coupling disconnect device, the second gear meshes with the fourth gear, the first gear meshes with the third gear, the second shaft is connected to the first gear, and the third shaft is connected to the fourth shaft via the second coupling disconnect device.

[0028] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the second gear; the second coupling disconnection device is used to simultaneously couple or disconnect the third shaft from the third gear and the fourth gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0029] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is drivenly connected to the third gear and the fourth gear respectively through the first coupling disconnect device, the fourth gear meshes with the second gear, the first gear and the second gear are disposed on the second shaft, the fifth gear is drivenly connected to the third gear and the first gear respectively, and the fifth gear is drivenly connected to the third shaft through the second coupling disconnect device.

[0030] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the first shaft from the third gear and the fourth gear respectively; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third shaft and the fifth gear. When the first coupling disconnect device couples the fourth gear and the first shaft, and the second coupling disconnect device is disconnected, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged, and the first coupling disconnect device is disconnected, the single-speed transmission is in a second state; when the first coupling disconnect device couples the fourth gear and the first shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a third state.

[0031] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is connected to the third gear and the fourth gear respectively via the first coupling disconnect device; the second shaft is provided with the first gear and the second gear, the first gear meshes with the third gear, the second gear meshes with the fourth gear, and the third shaft is connected to the fifth gear via the second coupling disconnect device, and the fifth gear meshes with the third gear.

[0032] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the first shaft from the third gear and the fourth gear respectively; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third shaft and the fifth gear. When the first coupling disconnect device couples the fourth gear and the first shaft, and the second coupling disconnect device is disconnected, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged, and the first coupling disconnect device is disconnected, the single-speed transmission is in a second state; when the first coupling disconnect device couples the fourth gear and the first shaft, and the second coupling disconnect device is engaged, the single-speed transmission is in a third state.

[0033] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a sixth gear, a seventh gear, a first coupling disconnect device, a second coupling disconnect device, a first axle, and a first differential. The first axle is connected to the second gear via the first coupling disconnect device, and the second gear meshes with the first gear. The first gear is disposed on the second axle, and the third axle is provided with the third gear and the sixth gear. The third gear meshes with the second gear, and the seventh gear meshes with the sixth gear. The seventh gear is connected to the first differential. The first axle includes a first half-shaft and a second half-shaft. The first differential is connected to both the first half-shaft and the second half-shaft. The second coupling disconnect device is disposed on one of the first half-shaft and the second half-shaft.

[0034] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the second gear; the second coupling disconnection device is used to couple or disconnect either the first half-shaft or the second half-shaft from the first differential. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0035] In some embodiments, the first axis is arranged in parallel with the second axis; the third axis is arranged intersecting with the first axis and the second axis.

[0036] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is drivenly connected to the first gear through the first coupling disconnect device, the first gear meshes with the second gear, and the second shaft is connected to the second gear; the first gear is drivenly connected to the third gear through the second coupling disconnect device, the third gear meshes with the fourth gear, and the third shaft is connected to the fourth gear.

[0037] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the first gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the first gear and the third gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0038] In some embodiments, the first axis and the second axis are arranged coaxially; the third axis is arranged intersecting the first axis and the second axis.

[0039] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a first coupling disconnect device, and a second coupling disconnect device. The first shaft and the second shaft are connected via the first coupling disconnect device. The second shaft is connected to the first gear via the second coupling disconnect device. The first gear meshes with the second gear, and the second gear is connected to the third shaft.

[0040] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the second shaft; the second coupling disconnection device is used to couple or disconnect the transmission connection between the second shaft and the first gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0041] In some embodiments, the second axis is arranged parallel to the third axis; the first axis is arranged intersecting the second and third axes.

[0042] In some embodiments, the single-speed transmission further includes a fourth shaft, a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the fourth shaft is sleeved on the third shaft, and the third gear and the fourth gear are fixedly mounted on the fourth shaft; the first shaft is drivenly connected to the first gear through the first coupling disconnect device, the first gear meshes with the fourth gear, the second gear meshes with the third gear, the second shaft is connected to the second gear, and the third shaft is drivenly connected to the fourth shaft through the second coupling disconnect device.

[0043] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the first gear; the second coupling disconnection device is used to simultaneously couple or disconnect the third shaft from the third gear and the fourth gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0044] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is drivenly connected to the first gear through the first coupling disconnect device, the first gear meshes with the third gear, the second shaft is provided with the second gear and the third gear, the second gear meshes with the fourth gear; the third shaft is drivenly connected to the fourth gear through the second coupling disconnect device.

[0045] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the first gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third shaft and the fourth gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0046] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnect device, and a second coupling disconnect device; the first shaft is connected to the first gear, and the first gear meshes with the fourth gear; the second shaft is connected to the second gear, and the second gear meshes with the third gear; the third gear is drivenly connected to the fourth gear through the first coupling disconnect device, and the third shaft is drivenly connected to the third gear through the second coupling disconnect device.

[0047] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the third gear and the fourth gear; the second coupling disconnection device is used to couple or disconnect the transmission connection between the third shaft and the third gear. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0048] In some embodiments, the single-speed transmission further includes a first gear, a second gear, a third gear, a fourth gear, a sixth gear, a seventh gear, a first coupling disconnect device, a second coupling disconnect device, a first axle, and a first differential; the first axle is connected to the first gear via the first coupling disconnect device; the third axle is provided with the third gear, the fourth gear, and the sixth gear, and the first gear meshes with the fourth gear; the second axle is provided with the second gear, and the second gear meshes with the third gear; the sixth gear meshes with the seventh gear, and the seventh gear is connected to the first differential; the first axle includes a first half-shaft and a second half-shaft; the first differential is connected to both the first half-shaft and the second half-shaft; and the second coupling disconnect device is disposed on one of the first half-shaft and the second half-shaft.

[0049] In the above technical solution, the first coupling disconnection device is used to couple or disconnect the transmission connection between the first shaft and the first gear; the second coupling disconnection device is used to couple or disconnect either the first half-shaft or the second half-shaft from the first differential. When the first coupling disconnect device is engaged and the second coupling disconnect device is disengaged, the single-speed transmission is in a first state; when the second coupling disconnect device is engaged and the first coupling disconnect device is disengaged, the single-speed transmission is in a second state; when both the first and second coupling disconnect devices are engaged, the single-speed transmission is in a third state.

[0050] According to a second aspect of this application, a hybrid powertrain is provided, comprising: The single-speed transmission described in the above technical solution; An engine, wherein the engine is drive-connected to the first shaft of the single-speed transmission; and The first motor is connected to the second shaft of the single-speed transmission.

[0051] In some embodiments, the engine is mounted horizontally or vertically.

[0052] In some embodiments, the hybrid powertrain further includes a shock absorber, through which the engine is drive-connected to the first shaft.

[0053] According to a third aspect of this application, a four-wheel drive assembly is also provided, comprising: The hybrid powertrain described in the above technical solution; and Electric drive system; In this configuration, one of the hybrid powertrain and the electric drive system is located in the front-wheel drive configuration, and the other is located in the rear-wheel drive configuration.

[0054] In some embodiments, the electric drive assembly includes a second motor, a fifth shaft, a sixth shaft, a second differential, a second wheel axle, and a transmission mechanism. The fifth shaft is drivenly connected to the second motor. The transmission mechanism is used to drively connect the fifth shaft and the sixth shaft. The sixth shaft is drivenly connected to the second differential, and the second differential is drivenly connected to the second wheel axle.

[0055] In the single-speed transmission of this application embodiment, multiple driving modes and energy transmission paths can be realized by switching the single-speed transmission in different states, so that the engine and motor can flexibly cooperate under different working conditions, thereby adapting to various driving conditions and meeting the requirements and challenges of complex working conditions on the diversified performance of the transmission system.

[0056] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0059] Figure 1 This is a schematic diagram of the transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 3 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 4 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 6 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 7 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 8 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 9 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 10 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 11 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 12 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 13 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 14 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 15 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 16 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 17 This is a schematic diagram of another transmission structure of the four-wheel drive assembly provided in an exemplary embodiment of this disclosure; Figure 18 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in pure electric front-wheel drive mode; Figure 19 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in pure electric rear-wheel drive mode; Figure 20 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in the range-extended rear-wheel drive state; Figure 21 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in the engine front-wheel drive state; Figure 22 This is a schematic diagram of the four-wheel drive system provided in the exemplary embodiment of this disclosure in the engine reversing state; Figure 23 This is a schematic diagram of the structure of the four-wheel drive system in hybrid front-wheel drive mode provided in an exemplary embodiment of this disclosure; Figure 24 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in pure electric four-wheel drive mode; Figure 25 This is a schematic diagram of the structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in a hybrid four-wheel drive state; Figure 26 This is a schematic diagram of another transmission structure of the four-wheel drive system provided in the exemplary embodiment of this disclosure in the hybrid four-wheel drive state.

[0060] Explanation of reference numerals in the attached figures: 1. First wheel; 2. Second wheel; 10. Hybrid powertrain; 20. Electric drive system; 21. Fifth axle; 22. Sixth axle; 23. Second axle; 24. Second differential; 100. First motor; 200. Engine; 300. Single-speed transmission; 310. First axle; 320. Second axle; 330. Third axle; 340. Shock absorber; 350. First gear; 360. Second gear; 370. Third gear; 380. Fourth gear; 390. Fifth gear; 3100. Sixth gear; 3110. Seventh gear; 3120. First coupling disconnect device; 3130. Second coupling disconnect device; 3140. First axle; 3141. First half-shaft; 3142. Second half-shaft; 3150. First differential; 3160. Fourth axle; 400. Second motor. Detailed Implementation

[0061] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0062] According to the first aspect of this application, referring to Figures 1 to 26This disclosure provides a single-speed transmission 300, including a first shaft 310, a second shaft 320, and a third shaft 330. The first shaft 310 is configured to be driven by an engine 200, and power input can be achieved, exemplarily, through a coupling, spline connection, or gear engagement. The second shaft 320 is configured to be driven by a first motor 100, enabling the output of motor drive torque or the transfer of energy during motor power generation. The third shaft 330 is configured to be driven by a first wheel 1, for transmitting driving force to the first wheel 1 to drive the vehicle. The single-speed transmission 300 includes at least a first state, a second state, and a third state, and is configured to switch transmission paths between the first state, the second state, and the third state. When the single-speed transmission 300 is in the first state, a first transmission path is formed to enable the engine 200 to drive the first motor 100 to generate electricity. When the single-speed transmission 300 is in the second state, a second transmission path is formed to enable the first motor 100 to drive the first wheel 1. When the single-speed transmission 300 is in the third state, a third transmission path is formed so that the engine 200 drives the first motor 100 to generate electricity while driving the first wheel 1.

[0063] When the single-speed transmission 300 is in the first state, the engine 200, the first shaft 310, the second shaft 320 and the first motor 100 form a first transmission path to enable the engine 200 to drive the first motor 100 to generate electricity.

[0064] When the single-speed transmission 300 is in the second state, the first motor 100, the second shaft 320, the third shaft 330 and the first wheel 1 form a second transmission path to enable the first motor 100 to drive the first wheel 1.

[0065] When the single-speed transmission 300 is in the third state, the engine 200, the first shaft 310, the second shaft 320 and the first motor 100, and the engine 200, the first shaft 310, the third shaft 330 and the first wheel 1 form a third transmission path to enable the engine 200 to drive the first motor 100 to generate electricity while driving the first wheel 1.

[0066] For example, the first shaft 310, the second shaft 320, and the third shaft 330 are mechanically coupled and switched via gear sets, clutch assemblies, and necessary support bearings. The clutch assembly may include a wet multi-plate clutch, an electromagnetic clutch, or a synchronizer structure, for selectively connecting or disengaging different shafts under different operating conditions.

[0067] When the single-speed transmission 300 is in the first state, the clutch assembly couples the first shaft 310 and the second shaft 320. At this time, the mechanical energy output by the engine 200 is transmitted to the second shaft 320 through the first shaft 310, driving the first motor 100 to rotate, thus enabling the first motor 100 to operate in generator mode. The engine speed of the engine 200 is input to the motor rotor after appropriate gear ratio adjustment, allowing the motor to operate in a higher efficiency range, which is beneficial for energy recovery and redistribution of system energy.

[0068] When the single-speed transmission 300 is in the second state, the clutch assembly disconnects the mechanical connection between the first shaft 310 and the second shaft 320, while simultaneously coupling the second shaft 320 with the third shaft 330. In this state, the engine 200 is separated from the electric motor, and the first electric motor 100 directly drives the third shaft 330 to rotate as the drive source, transmitting torque to the first wheel 1 via the gear set, thus achieving pure electric drive. This mode features a shorter power transmission path and lower mechanical losses, which helps improve the efficiency of electric drive.

[0069] When the single-speed transmission 300 is in the third state, the clutch assembly simultaneously engages the first shaft 310 and the second shaft 320, and the first shaft 310 and the third shaft 330, so that the engine 200 and the electric motor are simultaneously in the power transmission path. At this time, part of the output power of the engine 200 is transmitted to the third shaft 330 via the first shaft 310 to drive the wheels, and another part is transmitted to the second shaft 320 via the first shaft 310 to drive the first electric motor 100 to generate electricity. Through the energy recovery function of the electric motor, it is possible to maintain the high-efficiency operation of the engine 200 while meeting the needs of driving and power generation, realizing the bidirectional conversion and coordinated output of mechanical energy and electrical energy.

[0070] In some embodiments, refer to Figure 1 and Figure 2 The single-speed transmission 300 also includes a fourth state, configured to switch transmission paths between the first, second, third, and fourth states. When the single-speed transmission 300 is in the fourth state, a fourth transmission path is formed, enabling the engine 200 to drive the first wheel 1, thus putting the vehicle in a forward driving condition. Specifically, when the single-speed transmission 300 is in the fourth state, the first shaft 310 is connected to the third shaft 330, allowing the engine 200 to directly drive the first wheel 1. In this state, the power transmission path is simplified, and the power output by the engine 200 can act more directly on the wheels, suitable for scenarios requiring rapid response or high-speed driving. This direct drive state can reduce energy loss to a certain extent, improve transmission efficiency, and simultaneously give the vehicle a smoother power output characteristic under high-load conditions.

[0071] In some embodiments, the fourth state can be implemented using different types of clutch mechanisms, synchronizers, or switching gears. For example, a one-way clutch, a controllable synchronizer, or a mechanical switching gear can be used to establish or disconnect the transmission connection between the first shaft 310 and the third shaft 330 when needed. This equivalent solution is beneficial for achieving flexible switching of the single-speed transmission 300 state without changing the overall layout, thereby enhancing the applicability and integration of the powertrain.

[0072] By introducing a fourth state, the single-speed transmission 300 can switch between multiple transmission modes, enabling various power combinations such as direct drive by the engine 200, hybrid drive of the engine 200 and the electric motor, and electric motor drive. This further facilitates the lightweight design and economic optimization of the vehicle, while also adapting to different driving modes and operating conditions.

[0073] In some embodiments, refer to Figure 3 As shown, the single-speed transmission 300 also includes a fifth state, configured to switch transmission paths between the first, second, third, fourth, and fifth states. When the single-speed transmission 300 is in the fifth state, a fifth transmission path is formed, enabling the engine 200 to drive the first wheel 1, thus putting the vehicle in a reversing state. Through the above structural arrangement and power path design, the engine 200 can not only provide forward power to the vehicle but also directly drive the first wheel 1 to rotate in the opposite direction, thereby achieving reversing operation. In traditional solutions, vehicle reversing usually relies on a dedicated motor or reversing device, while the engine 200 directly driving the wheel to reverse poses significant challenges in terms of mechanical arrangement and power control.

[0074] This embodiment utilizes a special combination of the first shaft 310, second shaft 320, third shaft 330, gear set, and clutch assembly to enable the power output of the engine 200 to be rationally distributed and transmitted in reverse to the first wheel 1. During this process, the control state of the clutch assembly can selectively switch the power path, allowing the engine 200 to output torque in the reverse direction, thus enabling reversing operation without requiring an additional drive unit. This structure increases the vehicle's dynamic flexibility and ease of operation while maintaining overall system integration and compactness, significantly contributing to improved vehicle dynamic control and system economy.

[0075] It should be understood that the single-speed transmission 300 uses the same set of transmission components to achieve switching between different states, thereby allowing the single-speed transmission 300 to be in the first state, the second state, the third state, the fourth state, or the fifth state.

[0076] In some embodiments, refer to Figures 1 to 26As shown, when the single-speed transmission 300 is in the first state, the first shaft 310 is connected to the second shaft 320, and the second shaft 320 is disengaged from the third shaft 330. The engine 200, first shaft 310, second shaft 320, and first motor 100 form a first transmission path. In this state, the torque output by the engine 200 is transmitted to the second shaft 320 via the first shaft 310, and then energy is transferred through the input terminal of the first motor 100 connected to the second shaft 320, putting the first motor 100 into a driven power generation mode. Through the establishment of this transmission path, a portion of the engine 200's output power can be converted into electrical energy by the first motor 100 to charge the battery pack or supply power to other electrical components of the vehicle, thereby improving the system's energy utilization rate to a certain extent.

[0077] In some embodiments, when the single-speed transmission 300 is in the second state, the second shaft 320 is connected to the third shaft 330, and the first shaft 310 is disengaged from the second shaft 320. The first motor 100, the second shaft 320, the third shaft 330, and the first wheel 1 form a second transmission path. In this state, the power output by the first motor 100 is transmitted to the third shaft 330 via the second shaft 320, and then drives the first wheel 1 to rotate via the third shaft 330, thereby realizing the condition where the vehicle is driven by the first motor 100 alone.

[0078] Specifically, the first motor 100, as the main drive source, can independently drive the vehicle when the engine 200 is off or under low load, thus achieving a pure electric drive mode. Since the first shaft 310 and the second shaft 320 are disengaged at this time, the engine 200 and its related components do not participate in torque transmission, reducing mechanical losses, improving the overall efficiency of the transmission system, and reducing energy consumption.

[0079] In some embodiments, when the single-speed transmission 300 is in the third state, the first shaft 310 is connected to the second shaft 320 and the third shaft 330 respectively. The engine 200, the first shaft 310, the second shaft 320, and the first motor 100 form a first sub-drive path, and the engine 200, the first shaft 310, the third shaft 330, and the first wheel 1 form a second sub-drive path. The third drive path includes the first and second sub-drive paths. In this state, the engine 200 can drive the first motor 100 through the first shaft 310, thereby enabling the first motor 100 to generate electricity and supplement the vehicle's energy system; simultaneously, it can drive the first wheel 1 to output torque through the mechanical transmission between the first shaft 310 and the third shaft 330, realizing a hybrid drive mode. This transmission relationship allows the output power of the engine 200 to be rationally distributed between mechanical drive and electrical energy conversion, which is beneficial to improving the system's energy utilization rate.

[0080] Specifically, the torque output by the engine 200 is distributed via the first shaft 310. Part of it is transmitted to the first motor 100 through the second shaft 320, enabling the first motor 100 to generate electricity at a certain speed, thus charging the battery system. The other part of the torque is directly transmitted to the third shaft 330 via the first shaft 310, thereby generating driving force. This structure can achieve synergy between mechanical output and energy recovery within the operating range of the engine 200, enabling the vehicle to obtain stronger driving force under high load or acceleration conditions, while effectively recovering some energy under cruising or light load conditions.

[0081] In some embodiments, when the single-speed transmission 300 is in the fourth state, the first shaft 310 is connected to the third shaft 330, and the first shaft 310 is disengaged from the second shaft 320. The engine 200, the first shaft 310, the third shaft 330, and the first wheel 1 form a fourth transmission path. In this state, since the first shaft 310 is disengaged from the second shaft 320, the first motor 100 does not participate in power transmission. Therefore, all the output torque of the engine 200 is transmitted to the first wheel 1 via a mechanical path, reducing the energy conversion stage in power transmission and improving mechanical transmission efficiency. This state is suitable for use when the vehicle's battery is low or when long-term high-speed cruising is required. By using a purely mechanical drive method, the motor load and energy consumption are reduced, thereby extending the driving range. Specifically, the output torque of the engine 200 is directly input to the third shaft 330 via the first shaft 310 and is transmitted through the third shaft 330.

[0082] In some embodiments, when the single-speed transmission 300 is in the fifth state, the first shaft 310 is drivenly connected to the second shaft 320, and the second shaft 320 is drivenly connected to the third shaft 330. The engine 200, the first shaft 310, the second shaft 320, the third shaft 330, and the first wheel 1 form a fifth transmission path. Through this path, the rotation direction of the engine 200 is transmitted to the first wheel 1 via a gear cascade, realizing the reverse rotation of the wheel, thereby enabling the vehicle to move backward.

[0083] The single-speed transmission 300 switches between different states through the electronic control unit (ECU) controlling the clutch assembly actuator. The control unit selects the appropriate transmission mode based on the vehicle's operating status (such as vehicle speed, torque demand, and battery state of charge) to balance power performance and energy economy. Because the single-speed transmission 300 integrates multiple transmission path switching functions in its structure, it can achieve multi-mode drive with a relatively compact mechanical design, offering high space utilization and scalability.

[0084] In some embodiments, the clutch assembly of the single-speed transmission 300 may be a wet multi-plate clutch, a single-plate clutch, or an electromagnetic clutch. Wet multi-plate clutches offer good heat dissipation and are suitable for prolonged high-load operation; while electromagnetic clutches have a faster response speed and are suitable for frequent switching conditions. In some embodiments, the gear set may also employ a planetary gear structure to achieve multi-speed transmission and energy splitting through different combinations of the planet carrier, sun gear, and ring gear. This approach increases the adjustable range of the transmission ratio while maintaining a compact structure, thus improving the system's matching flexibility.

[0085] Through the above structural design, the single-speed transmission 300 can switch and distribute energy between the engine 200 and the electric motor under different conditions, thereby realizing multiple working modes such as power generation, pure electric drive, and hybrid drive. This multi-functional integration in the structure enables the system to have rich energy management strategies while maintaining a relatively simplified mechanical structure, which is beneficial to improving the vehicle's power responsiveness, fuel economy, and overall vehicle adaptability.

[0086] In some embodiments, refer to Figures 1 to 11 As shown, the first shaft 310, the second shaft 320 and the third shaft 330 are arranged in parallel pairs to achieve a more compact transmission arrangement, which is suitable for the transverse engine 200 platform.

[0087] In some embodiments, refer to Figure 1 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a fifth gear 390, a first coupling disconnect device 3120, and a second coupling disconnect device 3130. The first shaft 310 is connected to the fourth gear 380, and the fourth gear 380 meshes with the second gear 360. The second shaft 320 is connected to the first gear 350 and the second gear 360 via the first coupling disconnect device 3120. The first shaft 310 is connected to the third gear 370 via the second coupling disconnect device 3130. The third gear 370 meshes with both the first gear 350 and the fifth gear 390. The third shaft 330 is connected to the fifth gear 390.

[0088] The first coupling disconnection device 3120 is used to couple or disconnect the second shaft 320 from the first gear 350 and the second gear 360 respectively; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the first shaft 310 and the third gear 370. When the first coupling disconnection device 3120 couples the second gear 360 and the second shaft 320, and the second coupling disconnection device 3130 disconnects the transmission connection between the first shaft 310 and the third gear 370, the single-speed transmission 300 is in a first state, at which time the engine 200 drives the first motor 100 to generate electricity. When the first coupling disconnection device 3120 couples the first gear 350 and the second shaft 320, and the second coupling disconnection device 3130 disconnects the transmission connection between the first shaft 310 and the third gear 370, the single-speed transmission 300 is in a second state, at which time the first motor 100 drives the first wheel 1. When the first coupling disconnect device 3120 couples the second gear 360 and the second shaft 320, and the second coupling disconnect device 3130 is engaged, the single-speed transmission 300 is in the third state, in which the engine 200 drives the first motor 100 to generate electricity and simultaneously drive the first wheel 1. When the first coupling disconnect device 3120 disconnects both the first gear 350 and the second gear 360 from the second shaft 320, and the second coupling disconnect device 3130 is engaged, the single-speed transmission 300 is in the fourth state, and the engine 200 directly drives the first wheel 1. Through the selective engagement and gear meshing of the first coupling disconnect device 3120 and the second coupling disconnect device 3130, multiple power transmission modes can be realized, allowing the power system to switch flexibly under different operating conditions.

[0089] In some embodiments, refer to Figure 2 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a fifth gear 390, a first coupling disconnect device 3120, and a second coupling disconnect device 3130. The first shaft 310 is connected to the fourth gear 380, and the fourth gear 380 meshes with the second gear 360. The second shaft 320 is connected to the first gear 350 and the second gear 360 via the first coupling disconnect device 3120. The first shaft 310 is connected to the third gear 370 via the second coupling disconnect device 3130. The third shaft 330 is connected to the fifth gear 390, and the fifth gear 390 meshes with both the first gear 350 and the third gear 370.

[0090] The first coupling disconnection device 3120 is used to couple or disconnect the second shaft 320 from the first gear 350 and the second gear 360 respectively; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the first shaft 310 and the third gear 370. When the first coupling disconnection device 3120 couples the second gear 360 and the second shaft 320, and the second coupling disconnection device 3130 disconnects the transmission connection between the first shaft 310 and the third gear 370, the single-speed transmission 300 is in a first state, causing the first motor 100 to generate electricity. When the first coupling disconnection device 3120 couples the first gear 350 and the second shaft 320, and the second coupling disconnection device 3130 disconnects the transmission connection between the first shaft 310 and the third gear 370, the single-speed transmission 300 is in a second state, at which time the first motor 100 drives the first wheel 1 through the second shaft 320. When the first coupling disconnect device 3120 couples the second gear 360 and the second shaft 320, and the second coupling disconnect device 3130 is engaged, the single-speed transmission 300 is in the third state. At this time, while the engine 200 drives the first motor 100 to generate electricity, the first wheel 1 is also driven. When the first coupling disconnect device 3120 disconnects both the first gear 350 and the second gear 360 from the second shaft 320, and the second coupling disconnect device 3130 is engaged, the single-speed transmission 300 is in the fourth state. At this time, the engine 200 can directly drive the first wheel 1, achieving efficient power output.

[0091] Through the control of the aforementioned gear meshing and the first coupling disconnection device 3120 and the second coupling disconnection device 3130, multiple power modes can be switched in a relatively compact layout, thereby enabling flexible allocation of power, power generation and drive wheels under different driving conditions. This is beneficial to improving the integration and lightweighting of the vehicle system and can moderately optimize economy.

[0092] In some embodiments, refer to Figure 3 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a fifth gear 390, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 is drivenly connected to the first gear 350, the first shaft 310 is drivenly connected to the second gear 360 through the first coupling disconnect device 3120, the second shaft 320 is connected to the third gear 370, the third gear 370 meshes with the second gear 360 and the fourth gear 380 respectively, the third shaft 330 is drivenly connected to the fourth gear 380 and the fifth gear 390 through the second coupling disconnect device 3130, and the fifth gear 390 meshes with the first gear 350.

[0093] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the second gear 360; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the fifth gear 390 and the third shaft 330, or to couple or disconnect the transmission connection between the fourth gear 380 and the third shaft 330.

[0094] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state, at which time the engine 200 outputs power to drive the first motor 100 to generate electricity. When the second coupling disconnect device 3130 couples the fourth gear 380 with the third shaft 330, and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state, at which time the first motor 100 drives the first wheel 1 through the second shaft 320. When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 couples the fifth gear 390 with the third shaft 330, the single-speed transmission 300 is in the third state, at which time the engine 200 drives the first motor 100 to generate electricity, and the first wheel 1 is also driven. When the first coupling disconnect device 3120 is disengaged and the second coupling disconnect device 3130 couples the fifth gear 390 with the third shaft 330, the single-speed transmission 300 is in the fourth state, at which time the engine 200 can directly drive the first wheel 1, achieving efficient power output. When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 couples the fourth gear 380 with the third shaft 330, the single-speed transmission 300 is in the fifth state, which transmits power to the first wheel 1 along the reverse path, thereby enabling the first wheel 1 to reverse and realize the function of the engine 200 directly driving the vehicle to reverse.

[0095] In some embodiments, refer to Figure 4 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 is connected to the first gear 350 via the first coupling disconnect device 3120; the first gear 350 meshes with the second gear 360, the second gear 360 is connected to the third shaft 330 via the second coupling disconnect device 3130, the third gear 370 meshes with the second gear 360, and the third gear 370 is connected to the second shaft 320.

[0096] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the first gear 350; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the second gear 360 and the third shaft 330.

[0097] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in a first state. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in a second state. When both the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state.

[0098] In this embodiment, the first gear 350, the second gear 360 and the third gear 370 mesh with each other to form a multi-stage power transmission path. Different power output modes can be achieved in the same mechanism by different combinations of the first coupling disconnection device 3120 and the second coupling disconnection device 3130.

[0099] This multi-state switchable transmission structure allows the engine 200 and the electric motor to flexibly allocate working modes according to the vehicle's operating needs, achieving smooth switching between pure electric drive, hybrid drive, and energy recovery, thereby improving the vehicle's power response and energy utilization efficiency.

[0100] In some embodiments, refer to Figure 5 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 and the third gear 370 are connected by transmission through the first coupling disconnect device 3120, the third gear 370 meshes with the second gear 360, and the second gear 360 is connected to the second shaft 320; the third gear 370 and the first gear 350 are connected by transmission through the second coupling disconnect device 3130, the first gear 350 meshes with the fourth gear 380, and the fourth gear 380 is connected to the third shaft 330.

[0101] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the third gear 370; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third gear 370 and the first gear 350.

[0102] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. The output torque of the engine 200 is transmitted through the first shaft 310 to the third gear 370, and then through the second gear 360 meshing with it to the second shaft 320. At this time, the first motor 100 on the second shaft 320 is driven into a power generation mode, and the mechanical energy output by the engine 200 is converted into electrical energy and stored in the battery. This structure allows for efficient power generation by directly utilizing the mechanical energy of the engine 200 when the vehicle needs to recharge the power battery or perform energy recovery, thereby helping to maintain the battery's state of charge and improve energy utilization.

[0103] When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. At this time, the first motor 100 is mechanically connected to the second shaft 320 and is in drive mode. The output torque is transmitted sequentially to the first gear 350 and the fourth gear 380 through the second gear 360, the third gear 370, and the second coupling disconnect device 3130, ultimately driving the wheels to rotate. In this state, the engine 200 does not participate in torque output; the system is powered solely by the first motor 100, enabling pure electric drive of the vehicle, suitable for starting, low-speed, or low-load conditions. The transmission path is shorter in this state, and electrical energy is directly converted into mechanical energy through the motor, which facilitates a smooth power response.

[0104] When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. At this time, the first shaft 310, the first gear 350, and the third gear 370 are all mechanically connected. The torque output by the engine 200 is transmitted to the second shaft 320 via the first shaft 310, the third gear 370, and the second gear 360, thereby driving the first motor 100 into power generation mode; on the other hand, it is transmitted to the wheels via the first gear 350 and the fourth gear 380, thereby simultaneously providing driving force for the vehicle. In this state, the engine 200 provides mechanical power to the drive system and drives the first motor 100 to generate electricity, which can maintain the continuity of the vehicle's power supply under high load or insufficient battery power.

[0105] Through the coordinated control of the aforementioned gears and the first coupling disconnection device 3120 and the second coupling disconnection device 3130, smooth switching between the three states is possible. The engagement and disengagement of the first coupling disconnection device 3120 and the second coupling disconnection device 3130 can be controlled by the electronic control unit according to vehicle operating parameters, such as automatically selecting the appropriate operating state based on vehicle speed, torque demand, and battery state of charge. To achieve reliable power switching, the first coupling disconnection device 3120 and the second coupling disconnection device 3130 can be in the form of a wet multi-plate clutch, an electromagnetic clutch, or a hydraulically controlled clutch, thereby achieving a balance between response speed and torque capacity.

[0106] This transmission arrangement facilitates multi-energy coupling and distribution between the engine 200 and the electric motor within a limited installation space. It allows for operation in pure electric drive mode, as well as hybrid or energy recovery modes, resulting in high flexibility and energy efficiency for the powertrain. By controlling the clutch engagement relationships under different conditions, various operating modes such as power generation, drive, and hybrid drive can be achieved, providing diverse power management strategies for the vehicle.

[0107] In some embodiments, refer to Figure 6 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a first coupling disconnection device 3120, and a second coupling disconnection device 3130; the first shaft 310 is connected to the second gear 360 via the first coupling disconnection device 3120, the second gear 360 meshes with the first gear 350 and the third gear 370 respectively, the first gear 350 is connected to the second shaft 320; the third gear 370 is connected to the third shaft 330 via the second coupling disconnection device 3130.

[0108] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the second gear 360; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third gear 370 and the third shaft 330.

[0109] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. The torque output by the engine 200 via the first shaft 310 is transmitted to the second gear 360 through the first coupling disconnect device 3120, and then to the second shaft 320 via the first gear 350 meshing with it. At this time, the first motor 100 can be in power generation mode, realizing the function of driving the engine 200 to generate electricity. This state is suitable for vehicle energy recovery or battery power shortage conditions. The mechanical energy generated by the engine 200 can be converted into electrical energy by the motor for storage, which helps maintain the battery's state of charge.

[0110] When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. After the second gear 360 meshes with the third gear 370, the third gear 370 forms a torque transmission path with the third shaft 330 via the second coupling disconnect device 3130. At this time, the first motor 100 can act as a drive source, driving the second gear 360, the third gear 370, and the third shaft 330 through the second shaft 320, thereby outputting power to the wheels and realizing a pure electric drive mode. In this state, the engine 200 does not participate in operation, which is beneficial for achieving higher driving efficiency and lower energy consumption in low-speed, short-distance, or energy-saving conditions.

[0111] In this state, the engine 200 is not engaged, which is beneficial for achieving higher driving efficiency and lower energy consumption under low-speed, short-distance, or energy-saving conditions. At this time, the first motor 100 can be in generator mode, realizing the function of driving the engine 200 to generate electricity. This state is suitable for vehicle energy recovery or battery power shortage conditions. The mechanical energy generated by the engine 200 can be converted into electrical energy by the motor for storage, thereby helping to maintain the battery's state of charge.

[0112] When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state. In this state, the engine 200 transmits mechanical energy to the third shaft 330 via the first shaft 310, the first coupling disconnect device 3120, the second gear 360, and the third gear 370. Simultaneously, the engine 200 transmits mechanical energy to the first motor 100 for power generation via the first shaft 310, the first coupling disconnect device 3120, the second gear 360, and the first gear 350. In this state, the power system can dynamically distribute torque between driving and power generation according to vehicle operating requirements, enabling coordinated operation of the engine 200 and the first motor 100. Under certain operating conditions, energy recovery and redistribution are achieved, improving the overall energy efficiency of the system.

[0113] To achieve reliable switching between different operating states, the first coupling disconnect device 3120 and the second coupling disconnect device 3130 can be in the form of a wet multi-plate clutch or an electro-hydraulic clutch. The engagement pressure is adjusted in real time by an electronic control unit, enabling smooth transitions between different transmission states in a short time. Through precise control of the clutch, seamless switching between engine-driven, pure electric-driven, and hybrid-driven modes can be achieved without changing the gear meshing relationship, thus providing the vehicle with diverse power output options.

[0114] In some embodiments, refer to Figure 7 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 is connected to the first gear 350, the first gear 350 meshes with the fourth gear 380, the fourth gear 380 is connected to the third gear 370 via the first coupling disconnect device 3120, the third gear 370 meshes with the second gear 360, the second gear 360 is connected to the second shaft 320, and the third gear 370 is connected to the third shaft 330 via the second coupling disconnect device 3130.

[0115] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the fourth gear 380 and the third gear 370; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third gear 370 and the third shaft 330.

[0116] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. At this time, the engine 200 transmits mechanical energy via the first shaft 310, the first gear 350, and the fourth gear 380, and transmits torque to the second shaft 320 via the fourth gear 380 and the third gear 370, which can drive the first motor 100 to generate electricity, thus achieving energy recovery. In this state, the engine 200 acts as a power source, while the first motor 100 operates as a generator, thereby helping to maintain battery power or supply power to the entire vehicle.

[0117] When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. At this time, the third gear 370 and the third shaft 330 form a direct torque transmission path, while the second shaft 320 drives the second gear 360, the third gear 370, and the third shaft 330 to achieve wheel drive. That is, the first motor 100 uses battery power to drive the wheels and output power, achieving a pure electric drive mode. This state is suitable for low-speed driving or energy-saving conditions, which helps reduce fuel consumption and improve energy efficiency.

[0118] When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. At this time, the engine 200 drives the first motor 100 to generate electricity while driving the first wheel 1, thereby enabling the coordinated transmission of power between the engine 200 and the first motor 100, which can both generate electricity and drive the vehicle.

[0119] In some embodiments, refer to Figure 8 As shown, the single-speed transmission 300 also includes a fourth shaft 3160, a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130. The fourth shaft 3160 is sleeved on the third shaft 330, and the third gear 370 and the fourth gear 380 are fixedly mounted on the fourth shaft 3160. The first shaft 310 is connected to the second gear 360 through the first coupling disconnect device 3120. The second gear 360 meshes with the fourth gear 380, the first gear 350 meshes with the third gear 370, the second shaft 320 is connected to the first gear 350, and the third shaft 330 is connected to the fourth shaft 3160 through the second coupling disconnect device 3130.

[0120] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the second gear 360; the second coupling disconnection device 3130 is used to simultaneously couple or disconnect the third shaft 330 with the third gear 370 and the fourth gear 380.

[0121] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in a first state, at which time the engine 200 drives the first motor 100 to generate electricity. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in a second state, at which time the first motor 100 drives the first wheel 1. When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state, at which time the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thereby achieving coordinated power transmission between the engine 200 and the first motor 100, enabling both power generation and vehicle propulsion.

[0122] In some embodiments, refer to Figure 9 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a fifth gear 390, a first coupling disconnection device 3120, and a second coupling disconnection device 3130. The first shaft 310 is connected to the third gear 370 and the fourth gear 380 respectively through the first coupling disconnection device 3120. The fourth gear 380 meshes with the second gear 360. The first gear 350 and the second gear 360 are arranged on the second shaft 320. The fifth gear 390 is connected to the third gear 370 and the first gear 350 respectively. The fifth gear 390 is connected to the third shaft 330 through the second coupling disconnection device 3130.

[0123] The first coupling disconnection device 3120 is used to couple or disconnect the first shaft 310 from the third gear 370 and the fourth gear 380 respectively; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third shaft 330 and the fifth gear 390.

[0124] When the first coupling disconnect device 3120 couples the fourth gear 380 and the first shaft 310, and the second coupling disconnect device 3130 disconnects, the single-speed transmission 300 is in the first state. In this state, the engine 200 drives the first motor 100 to generate electricity, achieving energy recovery. When the second coupling disconnect device 3130 engages, and the first coupling disconnect device 3120 disconnects, the single-speed transmission 300 is in the second state. In this state, the first motor 100 drives the first wheel 1 through corresponding meshing gears, achieving forward drive. When the first coupling disconnect device 3120 couples the fourth gear 380 and the first shaft 310, and the second coupling disconnect device 3130 engages, the single-speed transmission 300 is in the third state. In this state, the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thus achieving coordinated power transmission between the engine 200 and the first motor 100, enabling both power generation and vehicle propulsion.

[0125] In some embodiments, refer to Figure 10 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a fifth gear 390, a first coupling disconnection device 3120, and a second coupling disconnection device 3130. The first shaft 310 is connected to the third gear 370 and the fourth gear 380 respectively through the first coupling disconnection device 3120. The second shaft 320 is provided with the first gear 350 and the second gear 360. The first gear 350 meshes with the third gear 370, and the second gear 360 meshes with the fourth gear 380. The third shaft 330 is connected to the fifth gear 390 through the second coupling disconnection device 3130, and the fifth gear 390 meshes with the third gear 370.

[0126] The first coupling disconnection device 3120 is used to couple or disconnect the first shaft 310 from the third gear 370 and the fourth gear 380 respectively; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third shaft 330 and the fifth gear 390.

[0127] When the first coupling disconnect device 3120 couples the fourth gear 380 and the first shaft 310, and the second coupling disconnect device 3130 disconnects, the single-speed transmission 300 is in a first state. In this state, the engine 200 can drive the first motor 100 to generate electricity, achieving energy recovery. When the second coupling disconnect device 3130 engages, and the first coupling disconnect device 3120 disconnects, the single-speed transmission 300 is in a second state. In this state, the first motor 100 drives the first wheel 1, enabling independent vehicle driving. When the first coupling disconnect device 3120 couples the fourth gear 380 and the first shaft 310, and the second coupling disconnect device 3130 engages, the single-speed transmission 300 is in a third state. In this state, the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thus achieving coordinated power transmission between the engine 200 and the first motor 100, enabling both power generation and vehicle driving.

[0128] In some embodiments, refer to Figure 11As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a sixth gear 3100, a seventh gear 3110, a first coupling disconnect device 3120, a second coupling disconnect device 3130, a first axle 3140, and a first differential 3150. The first axle 310 is connected to the second gear 360 via the first coupling disconnect device 3120, and the second gear 360 meshes with the first gear 350. The first gear 350 is located on the second axle 320, and the third axle 330 is located on... There are a third gear 370 and a sixth gear 3100. The third gear 370 meshes with the second gear 360, and the seventh gear 3110 meshes with the sixth gear 3100. The seventh gear 3110 is connected to the first differential 3150. The first wheel axle 3140 includes a first half-shaft 3141 and a second half-shaft 3142. The first differential 3150 is connected to the first half-shaft 3141 and the second half-shaft 3142 respectively. The second coupling disconnection device 3130 is disposed on one of the first half-shaft 3141 and the second half-shaft 3142.

[0129] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the second gear 360; the second coupling disconnection device 3130 is used to couple or disconnect either the first half-shaft 3141 or the second half-shaft 3142 with the first differential 3150.

[0130] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in a first state. In this state, the engine 200 drives the first motor 100 to generate electricity, converting the mechanical energy of the engine 200 into electrical energy for energy storage or other system use. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in a second state. In this state, the first motor 100 drives the first wheel 1, achieving vehicle drive output. When both the first and second coupling disconnect devices 3120 and 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state. In this state, the engine 200 drives the first motor 100 to generate electricity and simultaneously drive the first wheel 1, enabling the vehicle to achieve coordinated operation of power drive and energy recovery.

[0131] In some embodiments, refer to Figure 12 As shown, the first shaft 310 and the second shaft 320 are arranged in parallel, and the third shaft 330 is arranged intersecting the first shaft 310 and the second shaft 320. This facilitates the arrangement of multiple transmission components and makes the structure compact.

[0132] In some embodiments, refer to Figure 12As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 is connected to the first gear 350 via the first coupling disconnect device 3120, the first gear 350 meshes with the second gear 360, and the second shaft 320 is connected to the second gear 360; the first gear 350 is connected to the third gear 370 via the second coupling disconnect device 3130, the third gear 370 meshes with the fourth gear 380, and the third shaft 330 is connected to the fourth gear 380.

[0133] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the first gear 350; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the first gear 350 and the third gear 370.

[0134] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. At this time, the engine 200 can drive the first motor 100 to generate electricity through the first shaft 310 and the first gear 350. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. The first motor 100 transmits power to the third shaft 330 through the second shaft 320, the second gear 360, and the third gear 370, thereby driving the first wheel 1 to achieve pure electric drive. When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. At this time, the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thereby achieving coordinated transmission of power between the engine 200 and the first motor 100, enabling both power generation and vehicle propulsion.

[0135] In some embodiments, refer to Figure 13 As shown, the first axis 310 and the second axis 320 are arranged coaxially; the third axis 330 is arranged intersecting the first axis 310 and the second axis 320.

[0136] In some embodiments, refer to Figure 13 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a first coupling disconnection device 3120, and a second coupling disconnection device 3130. The first shaft 310 and the second shaft 320 are connected by transmission through the first coupling disconnection device 3120; the second shaft 320 is connected by transmission to the first gear 350 through the second coupling disconnection device 3130; the first gear 350 meshes with the second gear 360; and the second gear 360 is connected to the third shaft 330.

[0137] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the second shaft 320; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the second shaft 320 and the first gear 350.

[0138] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in a first state, at which time the engine 200 can drive the first motor 100 to generate electricity. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in a second state, at which time the first motor 100 can drive the third shaft 330 and the corresponding wheels through the second shaft 320, the first gear 350 and the second gear 360, realizing the vehicle driving function. When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state, at which time the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thereby realizing the coordinated transmission of power between the engine 200 and the first motor 100, which can both generate electricity and drive the vehicle.

[0139] In some embodiments, refer to Figures 14 to 17 As shown, the second axis 320 and the third axis 330 are arranged in parallel; the first axis 310 is arranged intersecting the second axis 320 and the third axis 330.

[0140] In some embodiments, refer to Figure 14 As shown, the single-speed transmission 300 also includes a fourth shaft 3160, a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130. The fourth shaft 3160 is sleeved on the third shaft 330, and the third gear 370 and the fourth gear 380 are fixedly mounted on the fourth shaft 3160. The first shaft 310 is connected to the first gear 350 through the first coupling disconnect device 3120. The first gear 350 meshes with the fourth gear 380, the second gear 360 meshes with the third gear 370, the second shaft 320 is connected to the second gear 360, and the third shaft 330 is connected to the fourth shaft 3160 through the second coupling disconnect device 3130.

[0141] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the first gear 350; the second coupling disconnection device 3130 is used to couple or disconnect the third shaft 330 from the third gear 370 and the fourth gear 380 simultaneously.

[0142] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. In this state, the engine 200 can drive the fourth gear 380 via the first shaft 310 and the first gear 350, enabling the engine 200 to drive the first motor 100 to generate electricity or recover energy. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. In this state, the first motor 100 drives the third shaft 330 and the first wheel 1 via the second shaft 320, the second gear 360, and the third gear 370, achieving vehicle driving. When both the first and second coupling disconnect devices 3120 and 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. In this state, the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thus enabling the coordinated transmission of power between the engine 200 and the first motor 100, allowing for both power generation and vehicle driving.

[0143] In some embodiments, refer to Figure 15 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnection device 3120, and a second coupling disconnection device 3130; the first shaft 310 is connected to the first gear 350 via the first coupling disconnection device 3120, and the first gear 350 meshes with the third gear 370; the second shaft 320 is provided with the second gear 360 and the third gear 370, and the second gear 360 meshes with the fourth gear 380; the third shaft 330 is connected to the fourth gear 380 via the second coupling disconnection device 3130.

[0144] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the first gear 350; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third shaft 330 and the fourth gear 380.

[0145] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. In this state, the engine 200 can drive the third gear 370 via the first shaft 310 and the first gear 350, thus enabling the engine 200 to generate electricity for the first motor 100. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state. In this state, the first motor 100 can drive the third shaft 330 and the first wheel 1 via the second shaft 320, the second gear 360, and the fourth gear 380, thus achieving motor drive functionality. When both the first and second coupling disconnect devices 3120 and 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. In this state, the engine 200 drives the first motor 100 to generate electricity while simultaneously driving the first wheel 1, thereby enabling the coordinated transmission of power between the engine 200 and the first motor 100, achieving both power generation and vehicle propulsion.

[0146] In some embodiments, refer to Figure 16 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a first coupling disconnect device 3120, and a second coupling disconnect device 3130; the first shaft 310 is connected to the first gear 350, and the first gear 350 meshes with the fourth gear 380; the second shaft 320 is connected to the second gear 360, and the second gear 360 meshes with the third gear 370; the third gear 370 is drivenly connected to the fourth gear 380 through the first coupling disconnect device 3120, and the third shaft 330 is drivenly connected to the third gear 370 through the second coupling disconnect device 3130.

[0147] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the third gear 370 and the fourth gear 380; the second coupling disconnection device 3130 is used to couple or disconnect the transmission connection between the third shaft 330 and the third gear 370.

[0148] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in the first state. At this time, the engine 200 transmits power to the second shaft 320 through the first shaft 310 via the first gear 350, the fourth gear 380, the third gear 370 and the second gear 360, thereby generating electricity.

[0149] When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in the second state, and the third shaft 330 receives power from the second shaft 320, thereby realizing the function of the second shaft 320 driving the third shaft 330.

[0150] When the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in the third state. At this time, the engine 200 drives the first motor 100 to generate electricity while driving the first wheel 1, thereby enabling the coordinated transmission of power between the engine 200 and the first motor 100, which can both generate electricity and drive the vehicle.

[0151] In some embodiments, refer to Figure 17 As shown, the single-speed transmission 300 also includes a first gear 350, a second gear 360, a third gear 370, a fourth gear 380, a sixth gear 3100, a seventh gear 3110, a first coupling disconnect device 3120, a second coupling disconnect device 3130, a first axle 3140, and a first differential 3150; the first axle 310 is connected to the first gear 350 via the first coupling disconnect device 3120, and the third axle 330 is equipped with the third gear 370, the fourth gear 380, and the sixth gear 3100, and the first gear 350... The first gear 3140 is equipped with a second gear 360, which meshes with the third gear 370; the sixth gear 3100 meshes with the seventh gear 3110, which is connected to the first differential 3150; the first axle 3140 includes a first half-shaft 3141 and a second half-shaft 3142; the first differential 3150 is connected to the first half-shaft 3141 and the second half-shaft 3142 respectively; and the second coupling disconnection device 3130 is disposed on one of the first half-shaft 3141 and the second half-shaft 3142.

[0152] The first coupling disconnection device 3120 is used to couple or disconnect the transmission connection between the first shaft 310 and the first gear 350; the second coupling disconnection device 3130 is used to couple or disconnect either the first half-shaft 3141 or the second half-shaft 3142 with the first differential 3150.

[0153] When the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is disengaged, the single-speed transmission 300 is in a first state. When the second coupling disconnect device 3130 is engaged and the first coupling disconnect device 3120 is disengaged, the single-speed transmission 300 is in a second state. When both the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the single-speed transmission 300 is in a third state.

[0154] For example, the second coupling disconnect device 3130 is used not only to control the coupling or decoupling of the first half-shaft 3141 or the second half-shaft 3142 with the first differential 3150, but also to control the rotation state of the first wheel 1 through the action of the first differential 3150. When the second coupling disconnect device 3130 is engaged, the first half-shaft 3141 or the second half-shaft 3142 is coupled with the first differential 3150, so that the first differential 3150 can distribute power to the two first wheels 1, so that both first wheels 1 receive rotational power and realize the vehicle driving function.

[0155] When the second coupling disconnect device 3130 is decoupled, regardless of whether the first half-shaft 3141 or the second half-shaft 3142 is decoupled, due to the characteristics of the first differential 3150, the power of the other half-shaft cannot be transmitted through the differential, so both first wheels 1 are in a non-rotating state under these circumstances. This structural layout is beneficial for achieving synchronous control of the two first wheels 1 through a single clutch, and can selectively disconnect or connect power under different vehicle operating conditions to achieve switching between driving and no-load states.

[0156] In conjunction with the control of the first coupling disconnect device 3120, when the first coupling disconnect device 3120 is engaged and the second coupling disconnect device 3130 is not engaged, the engine 200 drives the first motor 100 to generate electricity, while the first wheel 1 does not rotate. When the first coupling disconnect device 3120 is not engaged and the second coupling disconnect device 3130 is engaged, the first motor 100 drives the first axle 3140 to rotate the first wheel 1, thus achieving vehicle drive. When both the first coupling disconnect device 3120 and the second coupling disconnect device 3130 are engaged simultaneously, the engine 200 drives the first motor 100 to generate electricity, and simultaneously drives the first wheel 1 to rotate through the first axle 3140 and the first differential 3150, achieving coordinated operation of power drive and energy recovery.

[0157] Through the above design, not only can flexible switching of multiple power modes be achieved, but the transmission characteristics of the first differential 3150 can also be fully utilized, so that the rotation state of the two first wheels 1 can be controlled simultaneously, thereby providing sufficient support for the structure described in the claims.

[0158] In some embodiments, refer to Figures 1 to 10 , Figures 12 to 16 As shown, the single-speed transmission 300 also includes a sixth gear 3100, a seventh gear 3110, a first wheel axle 3140, and a first differential 3150. The third shaft 330 is connected to the sixth gear 3100, the sixth gear 3100 meshes with the seventh gear 3110, the seventh gear 3110 is connected to the first differential 3150, the first differential 3150 is connected to the first wheel axle 3140, and the first wheel axle 3140 is connected to the first wheel 1, thereby ultimately transmitting power to the first wheel 1.

[0159] The sixth gear 3100 and the seventh gear 3110 form an intermediate transmission chain to change the direction or speed of power transmission to accommodate the relative positional difference between the third axle 330 and the first differential 3150. The first differential 3150 is used to distribute power between the left and right wheels, allowing the first axle 3140 and its connected first wheel 1 to rotate flexibly according to the driving conditions, thereby contributing to the stable driving of the vehicle during steering or under different road conditions.

[0160] In practical implementation, the number of teeth and module of the sixth gear 3100 and the seventh gear 3110 can be selected according to design requirements to adjust the power transmission ratio and rotational speed, achieving the required torque and speed matching. The first differential 3150 can be a conventional gear differential, a planetary gear differential, or other equivalent mechanisms to achieve the function of power distribution between the left and right wheels. The first axle 3140 can be a separate axle or integrated with the wheel axle assembly to adapt to different installation spaces and vehicle layout requirements.

[0161] Through the above transmission path design, the power of the third shaft 330 can be effectively transmitted to the first wheel 1, so that the first wheel 1 can obtain appropriate driving force in various power modes, including when driven by the engine 200, driven by the first motor 100, or driven by both in combination, thereby improving the vehicle's power response flexibility and handling stability.

[0162] In some embodiments, refer to Figures 1 to 26 The first shaft 310 and the second shaft 320 are arranged coaxially, parallelly, or perpendicularly. Specifically, when the first shaft 310 and the second shaft 320 are arranged coaxially, the engine 200 and the first motor 100 can be compactly integrated through a coaxial structure, which helps to reduce the axial dimension of the powertrain and facilitates the overall vehicle layout. When the first shaft 310 and the second shaft 320 are arranged parallel, power can be transmitted through gear meshing or belt drive, which is more suitable for situations where installation space is limited or vibration isolation is required. When the first shaft 310 and the second shaft 320 are arranged perpendicularly, energy can be transmitted through a right-angle transmission structure (such as a bevel gear set or a worm gear mechanism). This arrangement is beneficial for achieving power steering or changing the output direction between different installation directions and is suitable for the design requirements of various drive layouts.

[0163] In some embodiments, the relative arrangement of the first shaft 310 and the second shaft 320 can be adjusted according to the vehicle chassis structure, the engine 200 installation method and the transmission path requirements, so as to take into account the transmission efficiency, noise control and the center of gravity distribution of the vehicle to a certain extent, which is conducive to improving the integration and space utilization of the power system.

[0164] In some embodiments, refer to Figures 1 to 26 The third shaft 330 is parallel or perpendicular to the second shaft 320. Specifically, when the third shaft 330 is arranged parallel to the second shaft 320, the power output from the second shaft 320 can be directly transmitted to the third shaft 330 through a parallel shaft gear set. This structure is simple to arrange and has high transmission efficiency, making it suitable for powertrain designs that require high space compactness and smooth transmission. The parallel arrangement also facilitates the arrangement of components such as the single-speed transmission 300, the first motor 100, and the differential in the same direction, which is beneficial for the modular integration of the powertrain when arranged longitudinally in the vehicle.

[0165] When the third shaft 330 is arranged perpendicularly to the second shaft 320, the torque direction can be reversed through a right-angle transmission structure (such as a bevel gear pair or a planetary gear steering mechanism), thereby forming a reasonable angle between the output shaft and the wheel rotation axis. This structural layout is suitable for situations where vehicle space is limited or where power distribution in different directions is required, such as the arrangement of a transverse engine 200 driving a longitudinal drive shaft.

[0166] In some embodiments, the arrangement of the third shaft 330 and the second shaft 320 can be flexibly determined according to the design requirements of the vehicle's drive system, chassis structure, and transmission path. For example, for hybrid vehicles with front and rear distributed drive, the vertical arrangement of the third shaft 330 and the second shaft 320 is beneficial to reducing the transmission path length and improving the overall vehicle space utilization; while for vehicles with a centralized drive structure, the parallel arrangement is more suitable for realizing the integrated design of the transmission components.

[0167] By choosing the above different layout methods, we can take into account transmission efficiency, structural compactness and installation flexibility, which is conducive to realizing the applicability of the power system in different models and system optimization.

[0168] According to a second aspect of this disclosure, a hybrid powertrain 10 is provided, including the single-speed transmission 300 described in the above embodiments, as well as an engine 200 and a first electric motor 100. The engine 200 is driven through a first shaft 310 of the single-speed transmission 300, and the first electric motor 100 is driven through a second shaft 320 of the single-speed transmission 300. This hybrid powertrain 10 has all the beneficial effects of the single-speed transmission 300 described above, which will not be repeated here.

[0169] Through the aforementioned connection method, the power from the engine 200 and the first motor 100 can form corresponding transmission paths through the single-speed transmission 300 according to different gear states, thereby realizing power distribution and multi-gear driving control. In this hybrid powertrain 10, the various gear states of the single-speed transmission 300 and the shaft arrangement structure can facilitate the switching and distribution of power between the engine 200, the first motor 100, and the first wheel 1, thereby realizing the aforementioned multiple transmission path functions.

[0170] In some embodiments, the engine 200 is either transversely or longitudinally mounted. A transverse mounting facilitates the utilization of the vehicle's front compartment space, while a longitudinal mounting improves the alignment of the power axis with the wheels and the smoothness of power transmission. This arrangement can be selected according to the overall vehicle design requirements and is compatible with the connection method of the single-speed transmission 300 and the first motor 100, thereby realizing multi-speed power transmission and the overall function of the hybrid powertrain 10.

[0171] In some embodiments, the hybrid powertrain 10 further includes a shock absorber 340, through which the engine 200 is drive-connected to the first shaft 310. The shock absorber 340 can buffer and absorb torsional vibrations during the transmission of torque output from the engine 200 via the first shaft 310, thereby smoothing out the pulsating torque output by the engine 200 at different speeds before it is transmitted to the first shaft 310. This structural arrangement helps to reduce the impact of mechanical vibrations generated during engine 200 operation on the transmission system, improving the system's transmission stability and durability.

[0172] For example, the shock absorber 340 can be a torsional damper, a centrifugal damper, or a flexible coupling. For instance, when a torsional damper is used, it can absorb some of the vibration energy through the torsional deformation of the elastic element, thereby buffering the periodic torque fluctuations of the engine 200; when a centrifugal damper is used, it can offset a certain amplitude of torsional vibration through the deflection of the centrifugal mass; and when a flexible coupling is used, it is beneficial to introduce a flexible connection in the transmission path, further improving the smoothness of the transmission.

[0173] According to a third aspect of this disclosure, a four-wheel drive assembly is provided, including the hybrid power assembly 10 and the electric drive assembly 20 of the above embodiments. This four-wheel drive assembly possesses all the beneficial effects of the hybrid power assembly 10 or the single-speed transmission 300 described above, which will not be elaborated further herein.

[0174] In some embodiments, one of the hybrid powertrain 10 and the electric drivetrain 20 is configured as a front-wheel drive system, and the other as a rear-wheel drive system. Exemplarily, the hybrid powertrain 10 drives the two front wheels of the vehicle, and the electric drivetrain 20 drives the two rear wheels. In other examples, the hybrid powertrain 10 may also drive the two rear wheels, and the electric drivetrain 20 may drive the two front wheels. This configuration allows the drive system to be adapted to different types of vehicle platforms, including front-wheel drive, rear-wheel drive, and four-wheel drive, providing good versatility and scalability.

[0175] In some embodiments, the electric drive system 20 may include a second motor 400 and a transmission mechanism. The second motor 400 can independently drive the other set of wheels of the vehicle. When four-wheel drive is required, the hybrid powertrain 10 and the electric drive system 20 can work simultaneously to achieve all-wheel drive for the entire vehicle. During this process, the transmission mechanism can adjust the power distribution ratio according to driving needs, so that the torque output of the front and rear axles is coordinated, thereby helping to improve the driving stability and acceleration response characteristics of the vehicle.

[0176] In some embodiments, the hybrid powertrain 10 and the electric drive powertrain 20 can also achieve coordinated energy and power management through a control system. When the vehicle is in the start-up phase, the control system can prioritize the use of the electric motor to reduce the operation of the engine 200 under inefficient conditions; when the vehicle is traveling at medium to high speeds, the engine 200 can intervene to drive or work in coordination with the electric motor to achieve efficient energy utilization. During long-distance travel, the first electric motor 100 can also generate electricity through coordinated operation with the engine 200 to replenish the power battery and further extend the vehicle's driving range.

[0177] In some embodiments, the hybrid powertrain 10 and the electric drivetrain 20 can be modularly designed, allowing them to be installed independently or combined. For example, only the hybrid powertrain 10 can be used in a two-wheel drive vehicle, while the electric drivetrain 20 can be added in a vehicle that requires higher drive capability, thereby enabling multiple drive configurations on the same platform, facilitating manufacturing and maintenance.

[0178] In summary, the drive system of this embodiment, by rationally configuring the transmission mechanism and motor structure among different powertrains, can achieve multiple drive modes in a relatively compact layout, taking into account power performance, fuel economy and overall vehicle layout efficiency, and has high system integration and adaptability.

[0179] In some embodiments, the electric drive assembly 20 includes a second motor 400, a fifth shaft 21, a sixth shaft 22, a second differential 24, second wheel axles 23, and a transmission mechanism. The fifth shaft 21 is driveably connected to the second motor 400; the transmission mechanism is used to drively connect the fifth shaft 21 and the sixth shaft 22; the sixth shaft 22 is driveably connected to the second differential 24, and the second differential 24 is driveably connected to the second wheel axles 23. With this structural arrangement, the power output by the second motor 400 is transmitted to the second differential 24 via the sixth shaft 22, and then distributed by the second differential 24 to the second wheel axles 23 on both sides to drive the left and right second wheels 2 respectively, thereby achieving independent drive of the rear wheels (or front wheels).

[0180] For example, the transmission mechanism is a gear set connected between the fifth shaft 21 and the sixth shaft 22, and the gear set meshes with each other for transmission.

[0181] In some embodiments, the second differential 24 may employ a gear-type differential structure, including a differential housing, planetary gears, and side gears. The differential housing is fixedly connected to the fifth shaft 21, the planetary gears rotate together with the differential housing, and the side gears mesh with the left and right second wheel axles 23 respectively. This structure allows for a speed difference between the left and right wheels when the vehicle is turning, thereby improving the vehicle's stability and handling performance when cornering.

[0182] In some embodiments, the second differential 24 may also be an electronically controlled differential or a limited-slip differential. For example, when an electronically controlled differential is used, the torque distribution ratio of the two axles can be adjusted by the control module to adapt to the driving requirements under different operating conditions; while when a limited-slip differential is used, it helps to reduce slippage and improve the vehicle's traction under low-traction road conditions.

[0183] The second differential 24 can be located near the output end of the second motor 400, and integrated into the housing of the second powertrain, forming a modular unit. This layout helps to shorten the transmission path, reduce energy loss, and facilitates a more compact design of the transmission system and more efficient use of vehicle space. (Refer to...) Figures 18 to 26 The diagram illustrates the structure of the four-wheel drive system according to an embodiment of this disclosure under different operating conditions. Specifically, referring to... Figure 18 The diagram shows the structure of the four-wheel drive system in pure electric front-wheel drive mode. In this mode, only the first motor 100 drives the first wheel 1 to rotate, achieving pure electric front-wheel drive. (Refer to...) Figure 19 The diagram shows the structure of the four-wheel drive system in pure electric rear-wheel drive mode. In this mode, the second motor 400 is active, the first motor 100 is deactivated, and the driving force is transmitted to the second wheel 2 via the rear drive mechanism. (Refer to...) Figure 20 The diagram shows the structure of the four-wheel drive system in range-extended rear-wheel drive mode. In this mode, the engine 200 generates electricity through the first motor 100 and stores it in the battery. The second motor 400 uses the electrical energy in the battery to drive the second wheel 2 to rotate, thus achieving range-extended drive. (Refer to...) Figure 21 The diagram shows the structure of the four-wheel drive system in front-wheel drive mode with engine 200. In this mode, engine 200 drives the first wheel 1 via single-speed transmission 300, achieving direct engine drive of the first wheel 1. (Refer to...) Figure 22 The diagram shows the structure of the four-wheel drive system in the reverse state of the engine 200. The single-speed transmission 300 is in the fifth state. The engine 200 forms a reverse transmission path through the first shaft 310, the second shaft 320, and the third shaft 330, thereby realizing the reverse function driven by the engine 200. (Refer to...) Figure 23The diagram shows the structure of the four-wheel drive system in hybrid front-wheel drive mode. The engine 200 drives the first wheel while simultaneously driving the first motor 100 to generate electricity, thus improving the overall energy efficiency of the vehicle while ensuring power output. (Refer to...) Figure 24 The diagram shows the structure of the four-wheel drive system in pure electric four-wheel drive mode. The first motor 100 and the second motor 400 operate simultaneously, providing driving force to both the front and rear wheels, suitable for driving scenarios requiring high traction or acceleration. (Refer to...) Figure 25 The diagram shows the structure of the four-wheel drive system in hybrid four-wheel drive mode. The engine 200 directly drives the first wheel 1, while the second motor 400 drives the second wheel 2, achieving a combined power output. (Refer to...) Figure 26 The diagram shows another transmission structure of the four-wheel drive system in hybrid four-wheel drive mode. The engine 200 drives the first wheel 1 while driving the first motor 100 to generate electricity. The second motor 400 uses battery power to drive the second wheel 2 to rotate, thus achieving compound power output.

[0184] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0185] 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.

[0186] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0187] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A single ratio transmission characterized by, The single-gear transmission comprises: a first shaft configured to be in driving connection with an engine; a second shaft configured to be in driving connection with a first motor; a third shaft configured to be in driving connection with a first wheel; wherein the single-gear transmission comprises at least a first state, a second state and a third state, and is configured to switch the driving path between the first state, the second state and the third state; when the single-gear transmission is in the first state, a first driving path is formed to enable the engine to drive the first motor to generate electricity; when the single-gear transmission is in the second state, a second driving path is formed to enable the first motor to drive the first wheel; when the single-gear transmission is in the third state, a third driving path is formed to enable the engine to drive the first motor to generate electricity while driving the first wheel. The single-gear transmission further comprises a fourth state, and is configured to switch the driving path between the first state, the second state, the third state and the fourth state; 2. The single-ratio transmission of claim 1, wherein, when the single-gear transmission is in the fourth state, a fourth driving path is formed to enable the engine to drive the first wheel, so that the vehicle is in a forward working condition. The single-gear transmission further comprises a fifth state, and is configured to switch the driving path between the first state, the second state, the third state, the fourth state and the fifth state; 3. The single-ratio transmission of claim 2, wherein, when the single-gear transmission is in the fifth state, a fifth driving path is formed to enable the engine to drive the first wheel, so that the vehicle is in a reverse working condition. when the single-gear transmission is in the first state, the first shaft is in driving connection with the second shaft, and the second shaft is in driving disconnection with the third shaft, and the engine, the first shaft, the second shaft and the first motor form the first driving path; 4. The single-speed transmission according to any one of claims 1 to 3, characterized in that and / or, when the single-gear transmission is in the second state, the second shaft is in driving connection with the third shaft, and the first shaft is in driving disconnection with the second shaft, and the first motor, the second shaft, the third shaft and the first wheel form the second driving path; and / or, when the single-gear transmission is in the third state, the first shaft is in driving connection with the second shaft and the third shaft respectively, the engine, the first shaft, the second shaft and the first motor form a first sub-driving path, the engine, the first shaft, the third shaft and the first wheel form a second sub-driving path, and the third driving path comprises the first sub-driving path and the second sub-driving path; and / or, when the single-gear transmission is in the fourth state, the first shaft is in driving connection with the third shaft, and the first shaft is in driving disconnection with the second shaft, and the engine, the first shaft, the third shaft and the first wheel form the fourth driving path; and / or, when the single-gear transmission is in the fifth state, the first shaft is in driving connection with the second shaft, and the second shaft is in driving connection with the third shaft, and the engine, the first shaft, the second shaft, the third shaft and the first wheel form the fifth driving path. ​ 5. The single-speed transmission according to any one of claims 1 to 3, characterized in that The first shaft, the second shaft and the third shaft are arranged in parallel two by two.

6. The single-ratio transmission of claim 5, wherein, The single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device, the first shaft is connected with the fourth gear, the fourth gear is engaged with the second gear; the second shaft is drivingly connected with the first gear and the second gear through the first coupling-disconnecting device respectively, the first shaft is drivingly connected with the third gear through the second coupling-disconnecting device, the third gear is engaged with the first gear and the fifth gear respectively, and the third shaft is connected with the fifth gear; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device, the first shaft is connected with the fourth gear, the fourth gear is engaged with the second gear; the second shaft is drivingly connected with the first gear and the second gear through the first coupling-disconnecting device respectively, the first shaft is drivingly connected with the third gear through the second coupling-disconnecting device, the third shaft is connected with the fifth gear, and the fifth gear is engaged with the first gear and the third gear respectively; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device; the first shaft is drivingly connected with the first gear through the first coupling-disconnecting device, the first shaft is drivingly connected with the second gear, the second shaft is connected with the third gear, the third gear is engaged with the second gear and the fourth gear respectively, the third shaft is drivingly connected with the fourth gear and the fifth gear through the second coupling-disconnecting device, and the fifth gear is engaged with the first gear; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device; the first shaft is drivingly connected with the first gear through the first coupling-disconnecting device; the first gear is engaged with the second gear, the second gear is drivingly connected with the third shaft through the second coupling-disconnecting device, the third gear is engaged with the second gear, and the third gear is connected with the second shaft; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device; the first shaft is drivingly connected with the third gear through the first coupling-disconnecting device, the third gear is engaged with the second gear, and the second gear is connected with the second shaft; The third gear is drivingly connected with the first gear through the second coupling-disconnecting device, the first gear is engaged with the fourth gear, the fourth gear is connected with the third shaft; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling-disconnecting device and a second coupling-disconnecting device; The first shaft is connected with the second gear through the first coupling disconnecting device, the second gear is engaged with the first gear and the third gear respectively, and the first gear is connected with the second shaft; The third gear is connected with the third shaft through the second coupling disconnecting device; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft is connected with the first gear, the first gear is engaged with the fourth gear, the fourth gear is connected with the third gear through the first coupling disconnecting device, the third gear is engaged with the second gear, the second gear is connected with the second shaft, and the third gear is connected with the third shaft through the second coupling disconnecting device; And / or, the single-gear transmission further comprises a fourth shaft, a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnecting device and a second coupling disconnecting device, the fourth shaft is sleeved on the third shaft, and the third gear and the fourth gear are fixedly arranged on the fourth shaft; the first shaft is connected with the second gear through the first coupling disconnecting device, the second gear is engaged with the fourth gear, the first gear is engaged with the third gear, the second shaft is connected with the first gear, and the third shaft is connected with the fourth shaft through the second coupling disconnecting device; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft is connected with the third gear and the fourth gear through the first coupling disconnecting device respectively, the fourth gear is engaged with the second gear, the first gear and the second gear are arranged on the second shaft, the fifth gear is connected with the third gear and the first gear respectively, and the fifth gear is connected with the third shaft through the second coupling disconnecting device; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft is connected with the third gear and the fourth gear through the first coupling disconnecting device respectively, the first gear and the second gear are arranged on the second shaft, the first gear is engaged with the third gear, the second gear is engaged with the fourth gear, the third shaft is connected with the fifth gear through the second coupling disconnecting device, and the fifth gear is engaged with the third gear; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a sixth gear, a seventh gear, a first coupling disconnecting device, a second coupling disconnecting device, a first wheel shaft and a first differential; the first shaft is connected with the second gear through the first coupling disconnecting device, and the second gear is engaged with the first gear; The first gear is arranged on the second shaft, the third shaft is provided with the third gear and the sixth gear, the third gear is engaged with the second gear, the seventh gear is engaged with the sixth gear, the seventh gear is drivingly connected with the first differential, the first axle shaft comprises a first half axle and a second half axle, the first differential is connected with the first half axle and the second half axle respectively, and the second coupling disconnecting device is arranged on one of the first half axle and the second half axle.

7. The single-speed transmission according to any one of claims 1 to 3, characterized in that The first shaft and the second shaft are arranged in parallel; the third shaft is arranged in cross with the first shaft and the second shaft.

8. The single-ratio transmission of claim 7, wherein, The single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft is drivingly connected with the first gear through the first coupling disconnecting device, the first gear is engaged with the second gear, and the second shaft is connected with the second gear. The first gear is drivingly connected with the third gear through the second coupling disconnecting device, the third gear is engaged with the fourth gear, and the third shaft is connected with the fourth gear.

9. The single-speed transmission according to any one of claims 1 to 3, characterized in that The first shaft and the second shaft are coaxially arranged; the third shaft is arranged in cross with the first shaft and the second shaft.

10. The single-ratio transmission of claim 9, wherein, The single-gear transmission further comprises a first gear, a second gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft and the second shaft are drivingly connected through the first coupling disconnecting device; the second shaft is drivingly connected with the first gear through the second coupling disconnecting device, the first gear is engaged with the second gear, and the second gear is connected with the third shaft.

11. The single-speed transmission according to any one of claims 1 to 3, characterized in that The second shaft and the third shaft are arranged in parallel; the first shaft is arranged in cross with the second shaft and the third shaft.

12. The single-ratio transmission of claim 11, wherein, The single-gear transmission further comprises a fourth shaft, a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnecting device and a second coupling disconnecting device; the fourth shaft is sleeved on the third shaft, the third gear and the fourth gear are fixedly arranged on the fourth shaft; the first shaft is drivingly connected with the first gear through the first coupling disconnecting device, the first gear is engaged with the fourth gear, the second gear is engaged with the third gear, the second shaft is connected with the second gear, and the third shaft is drivingly connected with the fourth shaft through the second coupling disconnecting device. And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a first coupling disconnecting device and a second coupling disconnecting device; the first shaft is drivingly connected with the first gear through the first coupling disconnecting device, the first gear is engaged with the third gear, the second shaft is provided with the second gear and the third gear, and the second gear is engaged with the fourth gear; the third shaft is drivingly connected with the fourth gear through the second coupling disconnecting device. And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a first coupling-disengaging device and a second coupling-disengaging device; the first shaft is connected with the first gear, the first gear is engaged with the fourth gear; the second shaft is connected with the second gear, the second gear is engaged with the third gear; The third gear is drivingly connected with the fourth gear through the first coupling-disengaging device, and the third shaft is drivingly connected with the third gear through the second coupling-disengaging device; And / or, the single-gear transmission further comprises a first gear, a second gear, a third gear, a fourth gear, a sixth gear, a seventh gear, a first coupling-disengaging device, a second coupling-disengaging device, a first axle and a first differential; the first shaft is drivingly connected with the first gear through the first coupling-disengaging device, the third shaft is provided with the third gear, the fourth gear and the sixth gear, the first gear is engaged with the fourth gear; the second shaft is provided with the second gear, the second gear is engaged with the third gear; the sixth gear is engaged with the seventh gear, the seventh gear is connected with the first differential, the first axle comprises a first half axle and a second half axle, the first differential is connected with the first half axle and the second half axle respectively, and the second coupling-disengaging device is arranged in one of the first half axle and the second half axle.

13. A hybrid powertrain characterized by, Comprise: The single-gear transmission according to any one of claims 1 to 12; An engine, which is drivingly connected with the first shaft of the single-gear transmission; And A first motor, which is drivingly connected with the second shaft of the single-gear transmission.

14. The hybrid assembly of claim 13, wherein, The engine is transversely or longitudinally arranged; And / or, the hybrid power assembly further comprises a shock absorber, and the engine is drivingly connected with the first shaft through the shock absorber.

15. A four-wheel drive assembly characterized by, Comprise: The hybrid power assembly according to claim 13 or 14; And An electric drive power assembly; Wherein, one of the hybrid power assembly and the electric drive power assembly is arranged in front drive, and the other is arranged in rear drive.

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