Transmission system and vehicle

Abstract

The invention discloses a transmission system and a vehicle, and relates to the technical field of vehicles. The transmission system comprises an engine connecting shaft, a disconnecting unit, a first motor connecting shaft and an output end; the disconnecting unit is connected with the engine connecting shaft, the first motor connecting shaft and the output end. An included angle is formed between the axis direction of the engine connecting shaft and the power output direction of the output end, and the first motor connecting shaft is suitable for being connected to a first motor which is at least used for generating electricity. Therefore, the engine connecting shaft is prevented from dragging the first motor all the time, the transmission efficiency is improved, and the equipment loss is reduced. An included angle is formed between the axis direction of the engine connecting shaft and the power output direction of the output end, and weight layout of the vehicle in the longitudinal direction is facilitated.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a transmission system and a vehicle. Background Technology

[0002] A longitudinal drivetrain system in automobiles typically refers to a drivetrain system in which the engine and transmission are arranged longitudinally along the long axis of the vehicle. This type of drivetrain is commonly used in front-engine, front-wheel-drive, or rear-wheel-drive vehicles, as well as four-wheel-drive vehicles. Longitudinal drivetrains offer many advantages in vehicle design, including good balance, lower production costs, and ease of maintenance.

[0003] In related technologies, the engine and the first motor are directly connected in a longitudinal hybrid system, so that if either the engine or the first motor rotates, the other will rotate as well. In this case, when the engine directly drives the output end, the first motor will be dragged and cannot be disconnected according to actual needs, resulting in low transmission efficiency and equipment wear. Summary of the Invention

[0004] This application aims to provide a transmission system and vehicle that can solve the problem in the related art where the engine and the first motor are directly connected in a longitudinal hybrid system, so that if either the engine or the first motor rotates, the other will rotate as well. In this case, when the engine directly drives the output end, the first motor will be dragged and cannot be disconnected according to actual needs, resulting in low transmission efficiency and equipment wear.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows:

[0006] In a first aspect, embodiments of this application propose a transmission system, including: an engine connecting shaft, a disconnection unit, a first motor connecting shaft, and an output end; the disconnection unit is connected to the engine connecting shaft, the first motor connecting shaft, and the output end respectively;

[0007] The axial direction of the engine connecting shaft is at an angle to the power output direction of the output end, and the first motor connecting shaft is adapted to be connected to the first motor, which is at least used for generating electricity.

[0008] Optionally, the power output direction of the output end is the axial direction of the axle.

[0009] Optionally, the disconnection unit is a bidirectional disconnection mechanism; the bidirectional disconnection mechanism includes a first connector, a second connector, and a third connector; the second connector is movably disposed between the first connector and the third connector, at least enabling the second connector to engage with the first connector, or the second connector to engage with the third connector;

[0010] The first connector is connected to the first motor connecting shaft, the second connector is movably connected to the engine connecting shaft, and the third connector is connected to the output end.

[0011] Optionally, the disconnection unit includes a disconnection mechanism and a clutch.

[0012] The disconnection mechanism is connected between the engine connecting shaft and the first motor connecting shaft, and is used to connect or disconnect the engine connecting shaft and the first motor connecting shaft;

[0013] The clutch is connected between the engine connecting shaft and the output end, and is used to connect or disconnect the engine connecting shaft and the output end.

[0014] Optionally, the transmission system further includes a fifth gear and a sixth gear, wherein the fifth gear is loosely fitted onto the engine connecting shaft, and the sixth gear is fixedly connected to the first motor connecting shaft, and the fifth gear meshes with the sixth gear.

[0015] Optionally, the disconnection mechanism includes a connecting assembly movably connected to the engine connecting shaft along the axial direction of the engine connecting shaft, and selectively engaging or disengaging with the fifth gear;

[0016] When the connecting assembly engages with the fifth gear, the engine connecting shaft is connected to the first motor connecting shaft; when the connecting assembly disengages from the fifth gear, the engine connecting shaft is separated from the first motor connecting shaft.

[0017] Optionally, the disconnection mechanism further includes a drive assembly, wherein the drive assembly is disposed on the side of the connecting assembly away from the fifth gear, for driving the connecting assembly to engage with the fifth gear.

[0018] Optionally, the drive component is at least one of a hydraulic drive component, an electromagnetic drive component, and an electric drive component.

[0019] Optionally, the transmission system further includes a speed change unit connected between the clutch and the output end;

[0020] The transmission unit includes a first rotating shaft, and the clutch is connected between the engine connecting shaft and the first rotating shaft for engaging or disengaging the engine connecting shaft from the first rotating shaft.

[0021] Optionally, the transmission unit further includes a second rotating shaft and a transmission assembly, wherein the first rotating shaft and the second rotating shaft are connected through the transmission assembly, and the second rotating shaft is connected to the output end.

[0022] Optionally, the transmission group includes a first transmission group, a second transmission group, and a disconnection mechanism, wherein the transmission ratio of the first transmission group is not equal to the transmission ratio of the second transmission group; the disconnection mechanism is located on the second rotating shaft and is used to selectively engage or disengage the first transmission group or the second transmission group from the second rotating shaft.

[0023] Optionally, the disconnection mechanism is a two-way clutch or a synchronizer.

[0024] Optionally, the first transmission assembly includes a first gear and a second gear, the first gear being connected to the first rotating shaft, and the second gear being loosely fitted onto the second rotating shaft; the first gear meshes with the second gear.

[0025] Optionally, the second transmission assembly includes a third gear and a fourth gear, wherein the third gear is connected to the first rotating shaft, and the fourth gear is loosely fitted onto the second rotating shaft; the third gear and the fourth gear mesh.

[0026] The disconnecting mechanism can selectively engage or disengage the second gear or the fourth gear from the second shaft.

[0027] Optionally, the transmission system further includes a second motor connecting shaft, which is connected to the output end, the second rotating shaft, or adapted to be connected to a differential for outputting power.

[0028] Optionally, the transmission system further includes a seventh gear and an eighth gear.

[0029] The seventh gear is connected to the second motor connecting shaft, and the eighth gear is connected to the second rotating shaft. The seventh gear meshes with the eighth gear.

[0030] Optionally, the transmission system further includes a second motor, which is connected to a second motor connecting shaft.

[0031] Optionally, the transmission system further includes an engine connected to the engine connecting shaft.

[0032] Optionally, the transmission system further includes a first motor, which is connected to a first motor connecting shaft, and the first motor is used for at least generating electricity.

[0033] Secondly, embodiments of this application provide a vehicle comprising: a transmission system as described in any of the preceding claims.

[0034] In an embodiment of this application, the transmission system includes an engine connecting shaft, a disconnect unit, a first motor connecting shaft, and an output end. The disconnect unit is connected to the engine connecting shaft, the first motor connecting shaft, and the output end. The axial direction of the engine connecting shaft forms an angle with the power output direction of the output end. The first motor connecting shaft is adapted to be connected to a first motor, which is used for at least power generation. This avoids the engine continuously driving the first motor, improving transmission efficiency and reducing equipment wear. The angle between the axial direction of the engine connecting shaft and the power output direction of the output end is beneficial for the weight distribution in the longitudinal direction of the vehicle.

[0035] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0036] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0037] Figure 1 This is a schematic diagram of a transmission system according to an embodiment of this application;

[0038] Figure 2 This is a connection diagram of a bidirectional disconnection mechanism according to an embodiment of this application;

[0039] Figure 3 This is a schematic diagram of a disconnection mechanism according to an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of another disconnection mechanism according to an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of the power transmission route of the energy recovery mode according to an embodiment of this application;

[0042] Figure 6 This is a schematic diagram of the power transmission route in engine direct drive mode 1 according to an embodiment of this application;

[0043] Figure 7 This is a schematic diagram of the power transmission route in engine direct drive mode 2 according to an embodiment of this application;

[0044] Figure 8 This is a schematic diagram of the power transmission route in engine direct drive mode 3 according to an embodiment of this application;

[0045] Figure 9 This is a schematic diagram of the power transmission route in engine direct drive mode 4 according to an embodiment of this application;

[0046] Figure 10This is a schematic diagram of the power transmission route in the direct drive mode of the second motor according to an embodiment of this application;

[0047] Figure 11 This is a schematic diagram of the power transmission route in the series mode according to an embodiment of this application;

[0048] Figure 12 This is a schematic diagram of the power transmission route in parallel mode 1 according to an embodiment of this application;

[0049] Figure 13 This is a schematic diagram of the power transmission route in parallel mode 2 according to an embodiment of this application;

[0050] Figure 14 This is a schematic diagram of the power transmission route in parallel mode 3 according to an embodiment of this application;

[0051] Figure 15 This is a schematic diagram of the power transmission route in parallel mode 4 according to an embodiment of this application.

[0052] Figure label:

[0053] 1: Disconnection unit; 10: Disconnection mechanism; 101: Connecting assembly; 103: First connecting member; 104: Second connecting member; 105: Third connecting member; 11: First connecting unit; 111: Fixing member; 12: Second connecting unit; 121: Moving member; 13: Drive assembly; 131: Connecting member; 132: Drive member; 14: Housing; 15: Oil chamber; 16: Elastic member; 17: First bearing; 18: Seal; 19: Second bearing; 2: Engine; 21: Output shaft; 211: Spline gear; 3: First motor; 31: Fifth gear; 32: Sixth gear; 33: First motor connecting shaft; 4: Longitudinal Transmission unit; 41: Clutch; 42: First shaft; 43: Second shaft; 44: Transmission assembly; 45: First transmission assembly; 451: First gear; 452: Second gear; 46: Second transmission assembly; 461: Third gear; 462: Fourth gear; 47: Disconnection mechanism; 5: Output end; 51: Ninth gear; 52: Tenth gear; 6: Second motor; 61: Seventh gear; 62: Eighth gear; 63: Second motor connecting shaft; 7: Differential; X: Axial direction of engine connecting shaft; Y: Power output direction of output end; α: Angle between the axial direction of engine connecting shaft and the power output direction of output end. Detailed Implementation

[0054] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0055] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0056] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0057] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0058] Before explaining the transmission system and vehicle provided in the embodiments of this application, the application scenarios of the transmission system and vehicle provided in the embodiments of this application will be specifically described:

[0059] In related technologies, conventional hybrid systems are all transversely arranged, with a large radial dimension, making them unsuitable for longitudinally mounted vehicles. In a few longitudinally mounted hybrid systems, the engine and the first motor are usually directly connected, with the engine driving the first motor to rotate. The first motor cannot be disconnected according to actual needs, resulting in the engine still driving the first motor to rotate when the vehicle needs to transmit all power to the wheels. This makes it impossible to separate the engine from the first motor, causing system losses. Moreover, the engine driving the first motor to rotate in real time can also easily cause equipment damage.

[0060] The transmission system and vehicle provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0061] like Figure 1 As shown, the transmission system according to some embodiments of this application includes an engine connecting shaft 21, a disconnection unit 1, a first motor connecting shaft 33, and an output terminal 5; the disconnection unit 1 is connected to the engine connecting shaft 21, the first motor connecting shaft 33, and the output terminal 5 respectively.

[0062] The axial direction X of the engine connecting shaft 21 forms an angle α with the power output direction Y of the output end 5. The first motor connecting shaft 33 is adapted to be connected to the first motor 3, and the first motor 3 is used for at least power generation.

[0063] In this embodiment, the transmission system includes an engine connecting shaft 21, a disconnection unit 1, a first motor connecting shaft 33, and an output end 5. The disconnection unit 1 is connected to the engine connecting shaft 21, the first motor connecting shaft 33, and the output end 5. The axial direction X of the engine connecting shaft 21 forms an angle α with the power output direction Y of the output end 5. The first motor connecting shaft 33 is adapted to be connected to a first motor 3, which is used for at least power generation. This avoids the engine connecting shaft 21 continuously dragging the first motor 3, improving transmission efficiency and reducing equipment wear. The angle α between the axial direction X of the engine connecting shaft 21 and the power output direction Y of the output end is beneficial for the weight distribution in the longitudinal direction of the vehicle.

[0064] It should be explained that the axial direction X of the engine connecting shaft 21 refers to the long axis direction of the vehicle, that is, the direction from the front to the rear of the vehicle. The engine connecting shaft 21 is set along the long axis direction of the vehicle, which means that the engine 2 is set along the long axis direction of the vehicle, so that the weight of the front and rear of the vehicle is more balanced and the layout is more convenient.

[0065] In some embodiments of this application, the transmission system further includes an engine 2, which is connected to an engine connecting shaft 21.

[0066] In some embodiments of this application, the transmission system further includes a first motor 3, which is connected to a first motor connecting shaft 33, and the first motor 3 is used for at least generating electricity.

[0067] Specifically, the engine connecting shaft 21 is connected to the engine 2, and the first motor connecting shaft 33 is connected to the first motor 3. The first motor 3 can be a generator or an integrated generator and motor. Those skilled in the art can configure it according to their needs, and this application does not impose any restrictions on it.

[0068] It should be explained that the connection between the first motor 3 and the first motor connecting shaft 33 can be a coaxial connection or a gear transmission connection; similarly, the connection between the engine 2 and the engine connecting shaft 21 can be a coaxial connection or a gear transmission connection. Those skilled in the art can configure it according to their needs, and this application does not impose any restrictions on it.

[0069] In specific applications, the disconnection unit 1 can be a bidirectional disconnection mechanism, thereby enabling the engine connecting shaft 21 to engage or disengage from the first motor connecting shaft 33 or the output end 5 through a bidirectional disconnection mechanism. Alternatively, it can be a combination of a disconnection mechanism and a clutch, thereby enabling the engine connecting shaft 21 to engage or disengage from the first motor connecting shaft 33 or the output end 5.

[0070] Understandably, the axial direction X of the engine connecting shaft 21 and the power output direction Y of the output end 5 have an angle α, preferably 90°, so that the engine 2 can be set along the long axis of the vehicle and the output end 5 can be set along the direction of the axle.

[0071] like Figure 1 As shown, in some embodiments of this application, the power output direction Y of the output terminal 5 is the axial direction of the axle.

[0072] In this embodiment, by setting the power output direction Y of the output end 5 to the axis direction of the axle, the overall architecture of the transmission system can be arranged more conveniently along the long axis of the vehicle. The engine 2 is placed longitudinally in the engine compartment, perpendicular to the front axle of the vehicle, and transmits power to the rear wheels through the drive shaft. Since the engine 2 is far from the drive wheels, the longitudinal placement can make the crankshaft parallel to the drive shaft, reducing the direction conversion during power transmission and thus reducing power loss. The longitudinal placement of the engine 2 will make the engine compartment longer, and the position of the gearbox can also be extended to the rear, making the weight distribution of the whole vehicle more balanced. At the same time, since the longitudinal placement of the engine leaves a lot of space on the left and right sides of the engine compartment, it is conducive to arranging a more complex suspension system. Therefore, the handling under the same conditions is significantly stronger than that of "transverse front-wheel drive".

[0073] It needs to be explained that, such as Figure 1 As shown, the power output direction Y of output terminal 5 refers to the power transmitted by output terminal 5 along the axis of the wheel shaft.

[0074] like Figure 2As shown, in some embodiments of this application, the disconnection unit 1 is a bidirectional disconnection mechanism; the bidirectional disconnection mechanism includes a first connector 103, a second connector 104, and a third connector 105; the second connector 104 is movably disposed between the first connector 103 and the third connector 105, at least enabling the second connector 104 to engage with the first connector 103, or the second connector 104 to engage with the third connector 105; the first connector 103 is connected to the first motor connecting shaft 33, the second connector 104 is movably connected to the engine connecting shaft 21, and the third connector 105 is connected to the output end 5.

[0075] In this embodiment, the bidirectional disconnection mechanism includes a first connector 103, a second connector 104, and a third connector 105; the second connector 104 is movably disposed between the first connector 103 and the third connector 105, at least enabling the second connector 104 to engage with the first connector 103, or the second connector 104 to engage with the third connector 105; the first connector 103 is connected to the first motor connecting shaft 33, the second connector 104 is movably connected to the engine connecting shaft 21, and the third connector 105 is connected to the output end 5. When the second connector 104 is engaged with the first connector 103, the first connector 103 is connected to the first motor 3 via the first motor connecting shaft 33, and the first motor 3 is driven, at least to generate electricity; when the second connector 104 is engaged with the third connector 105, the torque of the engine 2 is transmitted to the output terminal 5 through the third connector 105 to drive the vehicle. In this way, the first motor 3 can be engaged according to specific needs, avoiding the engine 2 from constantly dragging the first motor 3, which would affect the transmission efficiency and cause wear and tear on the equipment.

[0076] In specific applications, the bidirectional disconnection mechanism can be one of a bidirectional wet clutch, a bidirectional electromagnetic clutch, a synchronizer, etc. Those skilled in the art can choose according to their needs, and this application does not impose any restrictions on it.

[0077] It should be explained that the second connector 104 in the bidirectional disconnection mechanism has three positions. In the first position, the second connector 104 is engaged with the first connector 103 and separated from the third connector 105. In the second position, the second connector 104 is separated from both the first connector 103 and the third connector 105. In the third position, the second connector 104 is engaged with the third connector 105 and separated from the first connector 103.

[0078] like Figure 1As shown, in some embodiments of this application, the disconnection unit 1 includes a disconnection mechanism 10 and a clutch 41. The disconnection mechanism 10 is connected between the engine connecting shaft 21 and the first motor connecting shaft 33, and is used to connect or disconnect the engine connecting shaft 21 and the first motor connecting shaft 33.

[0079] In some embodiments of this application, the disconnection unit 1 further includes a clutch 41, which is connected between the engine connecting shaft 21 and the output end 5, and is used to connect or disconnect the engine connecting shaft 21 and the output end 5.

[0080] In this embodiment, the disconnection unit 1 includes a disconnection mechanism 10 and a clutch 41. The disconnection mechanism 10 is connected between the engine connecting shaft 21 and the first motor connecting shaft 33, and is used to connect or disconnect the engine connecting shaft 21 and the first motor connecting shaft 33. The clutch 41 is connected between the engine connecting shaft 21 and the output end 5, and is used to connect or disconnect the engine connecting shaft 21 and the output end 5. Thus, when the engine 2 needs to drive the first motor 3, the disconnection mechanism 10 is controlled to engage the engine connecting shaft 21 and the first motor connecting shaft 33; when the engine 2 does not need to drive the first motor 3, the disconnection mechanism 10 is controlled to disconnect the engine connecting shaft 21 and the first motor connecting shaft 33; when the engine 2 needs to drive the vehicle, the clutch 41 is controlled to engage the engine connecting shaft 21 and the output end 5; when shifting gears or parking, the clutch 41 is controlled to disconnect the engine connecting shaft 21 and the output end 5.

[0081] It should be explained that by setting the disconnection unit 1 as the disconnection mechanism 10 and the clutch 41, the operation of the first motor 3 is only related to the opening and closing of the disconnection mechanism 10; while the engine 2 drives the vehicle to move only related to the clutch 41 and the disconnection mechanism 10, thereby improving the transmission flexibility and versatility of the transmission system.

[0082] Understandably, the disconnection mechanism 10 can be one of a one-way synchronizer or a one-way clutch, and those skilled in the art can choose according to their needs. This application does not impose any restrictions on this.

[0083] like Figure 1 , Figure 3 and Figure 4 As shown, in some embodiments of this application, the transmission system further includes a fifth gear 31 and a sixth gear 32. The fifth gear 31 is loosely fitted on the engine connecting shaft 21, and the sixth gear 32 is fixedly connected to the first motor connecting shaft 33. The fifth gear 31 and the sixth gear 32 mesh.

[0084] In this embodiment, by setting a fifth gear 31 that is loosely fitted to the engine connecting shaft 21 of the engine 2 and a sixth gear 32 that is connected to the first motor 3, the fifth gear 31 and the sixth gear 32 mesh, thereby facilitating the transmission of power from the engine 2 to the first motor 3 for power generation; and by setting a constant mesh gear pair between the engine 2 and the first motor 3 for connection, it is more conducive to the layout of the vehicle interior space and the transmission is more stable.

[0085] It needs to be explained that, such as Figure 2 or Figure 3 As shown, the fifth gear 31 is loosely fitted onto the engine connecting shaft 21. In practical applications, a second bearing 19 is provided between the fifth gear 31 and the engine connecting shaft 21 to prevent the fifth gear 31 from being directly driven by the engine connecting shaft 21.

[0086] like Figure 3 or Figure 4 As shown, in some embodiments of this application, the disconnection mechanism 10 includes a connection assembly 101, which is movably connected to the engine connection shaft 21 along the axial direction X of the engine connection shaft 21, and can be selectively engaged or disengaged from the fifth gear 31.

[0087] When the connecting assembly 101 engages with the fifth gear 31, the engine connecting shaft 21 is connected to the first motor connecting shaft 33; when the connecting assembly 101 disengages from the fifth gear 31, the engine connecting shaft 21 is separated from the first motor connecting shaft 33.

[0088] In this embodiment of the application, the disconnection mechanism 10 is provided with a connecting component 101. By engaging or disengaging the connecting component 101 with the fifth gear 31, the engine connecting shaft 21 and the first motor connecting shaft 33 can be connected or disengaged, thereby enabling the engine 2 to drive the first motor 3, or the engine 2 to not drive the first motor 3.

[0089] In some embodiments of this application, the connecting assembly 101 includes a first connecting unit 11 and a second connecting unit 12. The first connecting unit 11 is connected to the fifth gear 31, and the second connecting unit 12 is connected to the engine connecting shaft 21. The second connecting unit 12 is movably engaged with or disengaged from the first connecting unit 11.

[0090] In this embodiment, the first connecting unit 11 is connected to the fifth gear 31, and the second connecting unit 12 is movably connected to the engine connecting shaft 21 and can be engaged or disengaged from the first connecting unit 11 so that the power of the engine 2 can be transmitted to the generator 3.

[0091] like Figure 3 or Figure 4As shown, in some embodiments of this application, the disconnection mechanism 10 further includes a drive component 102, which is disposed on the side of the connecting component 101 away from the fifth gear 31, and is used to drive the connecting component 101 to engage with the fifth gear 31.

[0092] In this embodiment, by providing a drive component 102, it is easier to control the drive component 102 to drive the connection component 101 to engage with the fifth gear 31, thus improving the controllability of the transmission system.

[0093] like Figure 3 or Figure 4 As shown, in some embodiments of this application, the disconnection mechanism 10 includes a drive assembly 13 and a housing 14. The drive assembly 13 is disposed within the cavity formed by the housing 14 and is movably connected to the second connecting unit 12. The drive assembly 13 includes a connector 131 and a drive member 132. The drive member 132 drives the connector 131 to move along the axial direction of the engine connecting shaft 21, so as to drive the second connecting unit 12 to engage with the first connecting unit 11. The engine connecting shaft 21 of the engine 2 is provided with spline teeth 211, and the second connecting unit 12 is movably connected to the spline teeth 211 along the axial direction of the engine connecting shaft 21.

[0094] In this embodiment, the second connecting unit 12 is driven by the driving component 13 to move along the axial direction of the engine connecting shaft 21, thereby enabling the second connecting unit 12 to engage with the first connecting unit 11, thus realizing the power transmission of the engine 2 to the first motor 3 for power generation.

[0095] In some embodiments of this application, the drive component 13 is at least one of a hydraulic drive component, an electromagnetic drive component, and an electric drive component.

[0096] In the embodiments of this application, the drive assembly 13 includes, but is not limited to, at least one of a hydraulic drive assembly, an electromagnetic drive assembly, and an electric drive assembly, thereby improving the range of options and applicability of the drive assembly 13.

[0097] Specifically, the driving component 132 can be an electromagnetic component or a component such as a linear motor that drives the connecting component 131 to perform linear reciprocating motion. Those skilled in the art can configure it according to their needs, and this application does not impose any restrictions on it.

[0098] Understandably, a first bearing 17 is also provided between the housing 14 and the engine connecting shaft 21, which on the one hand provides support for the housing 14, and on the other hand makes the connection more stable.

[0099] like Figure 3As shown, in some embodiments of this application, the driving member 13 is an electromagnetic magnetic attraction member, and the disconnecting mechanism 10 further includes an elastic member 16. The elastic member 16 is disposed between the first connecting unit 11 and the second connecting unit 12, and the two ends of the elastic member 16 are respectively connected to the first connecting unit 11 and the second connecting unit 12.

[0100] In this embodiment, the driving member 13 is an electromagnetic magnetic attractor, which controls the connector 131 to move toward the first connecting unit 11, thereby pushing the second connecting unit 12 to engage with the first connecting unit 11, and the elastic member 16 is compressed; when it is necessary to separate the first connecting unit 11 and the second connecting unit 12, the electromagnetic magnetic attractor stops driving, and the elastic member 16 rebounds to drive the second connecting unit 12 to move away from the first connecting unit 11, thereby separating the first connecting unit 11 and the second connecting unit 12.

[0101] It should be explained that when the elastic element 16 is compressed to its shortest length, the length of the elastic element 16 should be less than or equal to the distance between the first connecting unit 11 and the second connecting unit 12 when they are engaged, so as to avoid insufficient stability when the first connecting unit 11 and the second connecting unit 12 are engaged.

[0102] In specific applications, a seal 18 is also provided between the housing 14 and the engine connecting shaft 21 to prevent oil leakage in the disconnection mechanism 10.

[0103] like Figure 4 As shown, in some embodiments of this application, the housing 14 and the driving member 132 enclose an oil chamber 15. The driving member 132 is a piston that can move along the axial direction of the engine connecting shaft 21 to push the connecting member 131 to move, thereby driving the second connecting unit 12 to engage with the first connecting unit 11. The disconnecting unit 1 also includes an elastic member 16, which is disposed between the first connecting unit 11 and the second connecting unit 12. The two ends of the elastic member 16 are respectively connected to the first connecting unit 11 and the second connecting unit 12.

[0104] In this embodiment, when hydraulic oil is injected into the oil chamber 15, the driving member 132 (piston) moves toward the first connecting unit 11, thereby pushing the connecting member 131 to move, thereby causing the second connecting unit 12 to engage with the first connecting unit 11, and the elastic member 16 is compressed; when it is necessary to separate the first connecting unit 11 and the second connecting unit 12, the oil chamber 15 is depressurized, the driving member 132 (piston) stops driving, and at this time the elastic member 16 rebounds, so as to drive the second connecting unit 12 to move away from the first connecting unit 11, thereby causing the first connecting unit 11 and the second connecting unit 12 to separate.

[0105] like Figure 1As shown, in some embodiments of this application, the transmission system further includes a transmission unit 4, which is connected between the clutch 41 and the output end 5. The transmission unit 4 includes a first rotating shaft 42, and the clutch 41 is located between the engine connecting shaft 21 and the first rotating shaft 42 for engaging or disengaging the engine connecting shaft 21 and the first rotating shaft 42.

[0106] In this embodiment, the transmission unit 4 includes a first rotating shaft 42, and a clutch 41 is disposed between the engine connecting shaft 21 of the engine 2 and the first rotating shaft, for engaging or disengaging the engine connecting shaft 21 of the engine 2 from the first rotating shaft 42. Thus, when the vehicle needs to brake or shift gears, the clutch 41 disengages the engine connecting shaft 21 from the first rotating shaft 42, thereby disengaging the engine 2 from the output end 5.

[0107] In specific applications, clutch 41 includes, but is not limited to, friction clutch, wet clutch, dry clutch, etc. Those skilled in the art can choose according to their needs, and this application does not impose any restrictions on this.

[0108] Specifically, such as Figure 5 As shown, the transmission system of this application has an energy recovery mode. In this mode, the power transmission route is as follows: engine 2 → fifth gear 31 → sixth gear 32 → first motor. In this mode, the second connecting unit 12 in the disconnection unit 1 engages with the first connecting unit 11, and the clutch 41 separates the engine connecting shaft 21 from the first rotating shaft 42. At this time, the vehicle is in neutral or braking state, and the energy of the engine 2 can be recovered.

[0109] like Figure 1 As shown, in some embodiments of this application, the transmission unit 4 further includes a second rotating shaft 43 and a transmission group 44. The first rotating shaft 42 and the second rotating shaft 43 are connected through the transmission group 44, and the second rotating shaft 43 is connected to the output end 5.

[0110] In this embodiment of the application, the first rotating shaft 42 and the second rotating shaft 43 are connected by the transmission assembly 44, so that the power of the engine 2 is transmitted to the output end 5 through the first rotating shaft 42, the transmission assembly 44 and the second rotating shaft 43 to drive the vehicle.

[0111] It should be explained that the transmission group 44 is used to change the transmission ratio between the engine 2 and the wheels at any time according to the needs of vehicle speed and driving force, so that the vehicle can adapt to different speed and load conditions, that is, to change gears during vehicle driving.

[0112] like Figure 1As shown, in some embodiments of this application, the transmission group 44 includes a first transmission group 45, a second transmission group 46, and a disconnection mechanism 47. The transmission ratio of the first transmission group 45 is not equal to the transmission ratio of the second transmission group 46. The disconnection mechanism 47 is disposed on the second rotating shaft 43 and is used to selectively engage or disengage the first transmission group 45 or the second transmission group 46 from the second rotating shaft 43.

[0113] In this embodiment, the transmission group 44 includes a first transmission group 45, a second transmission group 46, and a disconnection mechanism 47. The transmission ratio of the first transmission group 45 is not equal to that of the second transmission group 46. Therefore, when the power of the engine 2 is transmitted to the output end 5 through different transmission groups, the transmitted speed and torque are also different, thereby realizing gear shifting.

[0114] In specific applications, the first transmission group 45 connects the first rotating shaft 42 to the second rotating shaft 43, or the second transmission group 46 connects the first rotating shaft 42 to the second rotating shaft 43, and the disconnection mechanism 47 controls the connection or separation of the first rotating shaft 42 and the second rotating shaft 43 through the first transmission group 45 or the second transmission group 46.

[0115] like Figure 1 As shown, in some embodiments of this application, the disconnection mechanism 47 is a bidirectional clutch or synchronizer.

[0116] In this embodiment, the disconnection mechanism 47 is a bidirectional clutch or synchronizer, thereby making the selection range of the disconnection mechanism 47 wider, and those skilled in the art can select according to their needs.

[0117] It's important to explain that a two-way clutch is a device used in transmission systems that enables rapid engagement and disengagement between two rotating parts. It can be used in the transmission systems of automobiles, motorcycles, ships, and other motor vehicles to ensure smooth acceleration and seamless gear shifting. A two-way clutch can engage or disengage one rotating part while the other is still in operation, thus achieving smooth power transmission and gear shifting. This device improves the efficiency and performance of the transmission system while reducing the driver's workload.

[0118] The main function of a synchronizer is to facilitate smooth gear shifting. By synchronizing the drive shafts and gears, it ensures correct gear matching during shifting, reducing friction and impact, thereby extending the service life of the transmission and clutch. When the driver prepares to shift gears, the synchronizer synchronizes the speed of the gear to be engaged with the current gear, making the shift smoother.

[0119] like Figure 1As shown, in some embodiments of this application, the first transmission group 45 includes a first gear 451 and a second gear 452. The first gear 451 is connected to the first rotating shaft 42, and the second gear 452 is loosely fitted on the second rotating shaft 43. The first gear 451 and the second gear 452 mesh. The second transmission group 46 includes a third gear 461 and a fourth gear 462. The third gear 461 is connected to the first rotating shaft 42, and the fourth gear 462 is loosely fitted on the second rotating shaft 43. The third gear 461 and the fourth gear 462 mesh. The disconnection mechanism 47 can selectively engage or disengage the second gear 452 or the fourth gear 462 from the second rotating shaft 43.

[0120] In this embodiment, when the disconnecting mechanism 47 engages the second gear 452 with the second shaft 43, the torque of the engine 2 is transmitted to the second shaft 43 through the first shaft 42, the first gear 451, and the second gear 452, and then the power is transmitted to the output end 5. When the disconnecting mechanism 47 engages the fourth gear 462 with the second shaft 43, the torque of the engine 2 is transmitted to the second shaft 43 through the first shaft 42, the third gear 461, and the fourth gear 462, and then the power is transmitted to the output end 5. This achieves power transmission at different gears, allowing the engine 2 to operate at high efficiency according to actual working conditions, thereby improving fuel economy.

[0121] In practical applications, the output end 5 is provided with a ninth gear 51 and the second rotating shaft is provided with a tenth gear 52. The ninth gear 51 and the tenth gear mesh, thereby connecting the second rotating shaft 43 to the output end 5 and the output end 5 to the differential 7, thereby driving the vehicle.

[0122] Specifically, the transmission system of this application has the following mode:

[0123] like Figure 6 As shown, in engine direct drive mode 1 (no generator), the power transmission route is as follows: Engine 2 → First shaft 42 → First gear 451 → Second gear 452 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7. In this mode, the second connecting unit 12 in the disconnection unit 1 is separated from the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the second gear 452 with the second shaft 43.

[0124] like Figure 7As shown, in engine direct drive mode 2 (no generator), the power transmission route is as follows: Engine 2 → First shaft 42 → Third gear 461 → Fourth gear 462 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7. In this mode, the second connecting unit 12 in the disconnection unit 1 is separated from the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the fourth gear 462 with the second shaft 43.

[0125] like Figure 8 As shown, in engine direct drive mode 3 (power generation), the power transmission route is as follows: Engine 2 → First shaft 42 → First gear 451 → Second gear 452 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Engine 2 → Fifth gear 31 → Sixth gear 32 → First motor. In this mode, the second connecting unit 12 in the disconnection unit 1 engages with the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the second gear 452 with the second shaft 43.

[0126] like Figure 9 As shown, in engine direct drive mode 4 (power generation), the power transmission route is as follows: Engine 2 → First shaft 42 → Third gear 461 → Fourth gear 462 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Engine 2 → Fifth gear 31 → Sixth gear 32 → First motor. In this mode, the second connecting unit 12 in the disconnection unit 1 engages with the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the fourth gear 462 with the second shaft 43.

[0127] like Figure 1 As shown, in some embodiments of this application, the transmission system further includes a second motor connecting shaft 63, which is connected to the output end 5, and a second rotating shaft 43 or adapted to be connected to the differential 7 for outputting power.

[0128] In this embodiment, a hybrid power system is realized by setting a second motor connecting shaft 63, which can be connected to the output end 5, a second rotating shaft 43, or adapted to be connected to the differential 7, so as to realize power drive in multiple modes.

[0129] In some embodiments of this application, the transmission system further includes a second motor 6, which is connected to a second motor connecting shaft 63.

[0130] In specific applications, the second motor 6 is connected to the second motor connecting shaft 63, which can be a coaxial connection or a gear transmission connection. Those skilled in the art can make the configuration according to their needs, and this application does not impose any restrictions on this.

[0131] Specifically, by setting up the engine 2, the first motor 3 and the second motor 6, the transmission system of this application can have multiple working modes. The use of multiple working modes can optimize the optimal working point of the engine 2 in real time and improve fuel economy; at the same time, it matches the output mode of the second motor 6, resulting in strong power.

[0132] like Figure 1 As shown, in some embodiments of this application, the transmission system further includes a seventh gear 61 and an eighth gear 62. The speed change unit 4 includes a second rotating shaft 43, which is connected to the output end 5. The seventh gear 61 is connected to the second motor connecting shaft 63, and the eighth gear is connected to the second rotating shaft 43. The seventh gear 61 and the eighth gear 62 mesh.

[0133] In this embodiment, by providing a constantly meshing gear pair of seventh gear 61 and eighth gear 62 between the second motor connecting shaft 63 and the output end 5, the direct connection between the second motor connecting shaft 63 and the output end 5 is avoided, and the layout can be arranged according to the space inside the vehicle, thus improving flexibility.

[0134] In specific applications, such as Figure 1 As shown, the transmission system also includes the following modes:

[0135] like Figure 10 As shown, in the direct-drive mode of the second motor, the power transmission route is as follows: second motor connecting shaft 6 → seventh gear 61 → eighth gear 62 → second rotating shaft 43 → tenth gear 52 → ninth gear 51 → output end 5 → differential 7. In this mode, the second motor 6 directly drives the vehicle, the engine 2 does not work, and the disconnect mechanism 47 controls the second gear 452 and the fourth gear 462 to be separated from the second rotating shaft 43 to avoid power loss during transmission.

[0136] like Figure 11 As shown, in the series mode, the power transmission route is as follows: Engine 2 → Fifth gear 31 → Sixth gear 32 → First motor; Second motor connecting shaft 6 → Seventh gear 61 → Eighth gear 62 → Second rotating shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7. In this mode, the second connecting unit 12 in disconnect unit 1 engages with the first connecting unit, and the clutch 41 separates the engine connecting shaft 21 from the first rotating shaft 42.

[0137] like Figure 12As shown, in parallel mode 1 (no generator), the power transmission route is as follows: Engine 2 → First shaft 42 → First gear 451 → Second gear 452 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Second motor connecting shaft 6 → Seventh gear 61 → Eighth gear 62 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7. In this mode, the second connecting unit 12 in the disconnection unit 1 is separated from the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the second gear 452 with the second shaft 43. The engine 2 and the second motor 6 simultaneously drive the vehicle.

[0138] like Figure 13 As shown, in parallel mode 2 (without generator), the power transmission route is as follows: Engine 2 → First shaft 42 → Third gear 461 → Fourth gear 462 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Second motor connecting shaft 6 → Seventh gear 61 → Eighth gear 62 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7. In this mode, the second connecting unit 12 in the disconnection unit 1 is separated from the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the second gear 452 with the second shaft 43. The engine 2 and the second motor 6 simultaneously drive the vehicle.

[0139] like Figure 14 As shown, in parallel mode 3 (power generation), the power transmission route is as follows: Engine 2 → First shaft 42 → First gear 451 → Second gear 452 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Second motor connecting shaft 6 → Seventh gear 61 → Eighth gear 62 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Engine 2 → Fifth gear 31 → Sixth gear 32 → First motor. In this mode, the second connecting unit 12 in the disconnection unit 1 engages with the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the second gear 452 with the second shaft 43. Engine 2 and the second motor 6 simultaneously drive the vehicle, and engine 2 drives the first motor 3 to generate electricity.

[0140] like Figure 15As shown, in parallel mode 4 (power generation), the power transmission route is as follows: Engine 2 → First shaft 42 → Third gear 461 → Fourth gear 462 → Disconnection mechanism 47 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Second motor connecting shaft 6 → Seventh gear 61 → Eighth gear 62 → Second shaft 43 → Tenth gear 52 → Ninth gear 51 → Output end 5 → Differential 7; Engine 2 → Fifth gear 31 → Sixth gear 32 → First motor. In this mode, the second connecting unit 12 in the disconnection unit 1 engages with the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first shaft 42, and the disconnection mechanism 47 engages the fourth gear 462 with the second shaft 43. Engine 2 and the second motor 6 simultaneously drive the vehicle, and engine 2 drives the first motor 3 to generate electricity.

[0141] Thus, the transmission system of this application can realize multiple working modes, enabling real-time optimization of the optimal working point of engine 2 and improving fuel economy; at the same time, it matches the output mode of the second motor connecting shaft, resulting in better power performance.

[0142] In some embodiments of this application, a vehicle is also provided, including the transmission system as described in any of the foregoing embodiments.

[0143] In this embodiment, the transmission system includes an engine connecting shaft 21, a disconnection unit 1, a first motor connecting shaft 33, and an output end 5. The disconnection unit 1 is connected to the engine connecting shaft 21, the first motor connecting shaft 33, and the output end 5. The axial direction X of the engine connecting shaft 21 forms an angle α with the power output direction Y of the output end 5. The first motor connecting shaft 33 is adapted to be connected to a first motor 3, which is used for at least power generation. This avoids the engine connecting shaft 21 continuously dragging the first motor 3, improving transmission efficiency and reducing equipment wear. The angle α between the axial direction X of the engine connecting shaft 21 and the power output direction Y of the output end is beneficial for the weight distribution in the longitudinal direction of the vehicle.

[0144] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0145] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A transmission system, characterized in that, include: Engine connecting shaft (21), disconnection unit (1), first motor connecting shaft (33) and output end (5); the disconnection unit (1) is connected to the engine connecting shaft (21), the first motor connecting shaft (33) and the output end (5) respectively; The axial direction (X) of the engine connecting shaft (21) forms an angle (α) with the power output direction (Y) of the output end (5), and the first motor connecting shaft (33) is adapted to be connected to the first motor (3), which is at least used for generating electricity.

2. The transmission system according to claim 1, characterized in that, The power output direction (Y) of the output end (5) is the axis direction of the axle.

3. The transmission system according to claim 1, characterized in that, The disconnection unit (1) is a bidirectional disconnection mechanism; The bidirectional disconnection mechanism includes a first connector (103), a second connector (104), and a third connector (105); the second connector (104) is movably disposed between the first connector (103) and the third connector (105), at least enabling the second connector (104) to engage with the first connector (103), or the second connector (104) to engage with the third connector (105); The first connector (103) is connected to the first motor connecting shaft (33), the second connector (104) is movably connected to the engine connecting shaft (21), and the third connector (105) is connected to the output end (5).

4. The transmission system according to claim 1, characterized in that, The disconnection unit (1) includes a disconnection mechanism (10). The disconnection mechanism (10) is connected between the engine connecting shaft (21) and the first motor connecting shaft (33) to realize the connection or separation of the engine connecting shaft (21) and the first motor connecting shaft (33).

5. The transmission system according to claim 4, characterized in that, The disconnection unit (1) further includes a clutch (41), which is connected between the engine connecting shaft (21) and the output end (5) to realize the connection or separation of the engine connecting shaft (21) and the output end (5).

6. The transmission system according to claim 5, characterized in that, The transmission system also includes a fifth gear (31) and a sixth gear (32). The fifth gear (31) is loosely fitted onto the engine connecting shaft (21), and the sixth gear (32) is fixedly connected to the first motor connecting shaft (33). The fifth gear (31) meshes with the sixth gear (32).

7. The transmission system according to claim 6, characterized in that, The disconnection mechanism (10) includes a connecting assembly (101) along the axial direction (X) of the engine connecting shaft (21), the connecting assembly (101) being movably connected to the engine connecting shaft (21) and selectively engaging or disengaging with the fifth gear (31); When the connecting assembly (101) engages with the fifth gear (31), the engine connecting shaft (21) is connected to the first motor connecting shaft (33); when the connecting assembly (101) disengages from the fifth gear (31), the engine connecting shaft (21) is separated from the first motor connecting shaft (33).

8. The transmission system according to claim 7, characterized in that, The disconnection mechanism (10) further includes a drive assembly (13), wherein, The drive assembly (13) is located on the side of the connecting assembly (101) away from the fifth gear (31) and is used to drive the connecting assembly (101) to engage with the fifth gear (31).

9. The transmission system according to claim 8, characterized in that, The drive assembly (13) is at least one of a hydraulic drive assembly, an electromagnetic drive assembly, and an electric drive assembly.

10. The transmission system according to claim 5, characterized in that, The transmission system also includes a speed change unit (4), which is connected between the clutch (41) and the output end (5); The transmission unit (4) includes a first rotating shaft (42), and the clutch (41) is connected between the engine connecting shaft (21) and the first rotating shaft (42) for engaging or disengaging the engine connecting shaft (21) and the first rotating shaft (42).

11. The transmission system according to claim 10, characterized in that, The speed change unit (4) further includes a second rotating shaft (43) and a transmission group (44). The first rotating shaft (42) and the second rotating shaft (43) are connected through the transmission group (44), and the second rotating shaft (43) is connected to the output end (5).

12. The transmission system according to claim 11, characterized in that, The transmission group (44) includes a first transmission group (45), a second transmission group (46), and a disconnection mechanism (47). The transmission ratio of the first transmission group (45) is not equal to the transmission ratio of the second transmission group (46). The disconnection mechanism (47) is located on the second rotating shaft (43) and is used to selectively engage or disengage the first transmission group (45) or the second transmission group (46) from the second rotating shaft (43).

13. The transmission system according to claim 12, characterized in that, The disconnection mechanism (47) is a two-way clutch or synchronizer.

14. The transmission system according to claim 12, characterized in that, The first transmission assembly (45) includes a first gear (451) and a second gear (452). The first gear (451) is connected to the first rotating shaft (42), and the second gear (452) is loosely fitted onto the second rotating shaft (43). The first gear (451) and the second gear (452) mesh.

15. The transmission system according to claim 14, characterized in that, The second transmission assembly (46) includes a third gear (461) and a fourth gear (462). The third gear (461) is connected to the first rotating shaft (42), and the fourth gear (462) is loosely fitted onto the second rotating shaft (43). The third gear (461) and the fourth gear (462) mesh. The disconnecting mechanism (47) can selectively engage or disengage the second gear (452) or the fourth gear (462) from the second shaft (43).

16. The transmission system according to any one of claims 11-15, characterized in that, The transmission system also includes a second motor connecting shaft (63), which is connected to the output end (5), the second rotating shaft (43), or adapted to be connected to the differential (7) for outputting power.

17. The transmission system according to claim 16, characterized in that, The transmission system also includes a seventh gear (61) and an eighth gear (62). The seventh gear (61) is connected to the second motor connecting shaft (63), and the eighth gear (62) is connected to the second rotating shaft (43). The seventh gear (61) and the eighth gear (62) mesh.

18. The transmission system according to claim 16, characterized in that, The transmission system also includes a second motor (6), which is connected to the second motor connecting shaft (63).

19. The transmission system according to claim 1, characterized in that, The transmission system also includes an engine (2), which is connected to the engine connecting shaft (21).

20. The transmission system according to claim 1, characterized in that, The transmission system also includes a first motor (3), which is connected to a first motor connecting shaft (33), and the first motor (3) is used for at least generating electricity.

21. A vehicle, characterized in that, Includes the transmission system as described in any one of claims 1-20.

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