Gearbox assembly for a vehicle and vehicle

Abstract

The application discloses a gearbox assembly for a vehicle and the vehicle, and relates to the technical field of vehicle power systems.The gearbox assembly comprises a power module, a gear shifting mechanism, a second motor and a speed reduction component, the power module is provided with a first motor, a transmission shaft and a first intermediate shaft, the transmission shaft is in transmission connection with the first motor; the gear shifting mechanism is provided with a gear shifting input shaft and an output shaft, the gear shifting input shaft is suitable for being selectively in transmission connection with the transmission shaft; the output end of the second motor is suitable for being selectively in transmission connection with the gear shifting input shaft or the output shaft; and the speed reduction component is used for reducing the power output by the second motor to increase the torque.The gearbox assembly according to the application realizes global work without power interruption, the engine can always work in the high-efficiency area, the fuel consumption is reduced, the continuity and stability of brake energy recovery are ensured, and the total amount and efficiency of recovered energy are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and in particular to a transmission assembly for a vehicle and a vehicle. Background Technology

[0002] In the actual operation of heavy trucks, a variety of complex working conditions are covered, including short, medium and long-distance transportation as well as light and heavy loads. The transmission technology of heavy trucks has gradually revealed many drawbacks when dealing with these diverse scenarios.

[0003] In related technologies, heavy-duty truck gearboxes have a large number of gears. During gear shifting, power transmission will be briefly interrupted. This not only makes the vehicle's power output inconsistent, affecting acceleration performance and climbing ability, and reducing overall power, but also brings obvious jerking to the driver and passengers, impairing driving comfort.

[0004] During low-speed start-up, especially when climbing hills under heavy load, it struggles to provide sufficient power support. Meanwhile, during medium-to-high-speed driving, the engine struggles to maintain its efficient operating range, failing to accurately distribute and adjust power according to real-time road conditions and power demands, resulting in ineffective reduction of overall fuel consumption. Furthermore, some hybrid systems are prone to downshifting during energy recovery, which not only affects the stability and efficiency of energy recovery but also limits the amount of energy recovered, failing to fully realize its energy-saving and emission-reduction potential.

[0005] Furthermore, to meet the power demands under complex operating conditions, hybrid systems typically employ a configuration with multiple power sources and multi-speed transmission mechanisms. However, each power source and its associated reduction and transmission components are often arranged independently, resulting in a large number of shafts and a significant space requirement. Summary of the Invention

[0006] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a transmission assembly. According to the transmission assembly of this invention, uninterrupted power operation across the entire range is achieved, and the engine can always operate in its high-efficiency range, reducing fuel consumption. It also ensures the continuity and stability of regenerative braking, improving the total amount and efficiency of regenerated energy.

[0007] The present invention also proposes a vehicle having the above-described transmission assembly.

[0008] The transmission assembly for a vehicle according to the present invention includes: a power module, the power module having a first motor, a drive shaft, and a first intermediate shaft, the drive shaft being driveably connected to the first motor; a transmission mechanism having a transmission input shaft and an output shaft, the transmission input shaft being coaxially arranged with the drive shaft and adapted to be selectively driveably connected to the drive shaft, the transmission mechanism being used to adjust the transmission ratio between the transmission input shaft and the output shaft; a second motor, the output end of the second motor being adapted to be selectively driveably connected to either the transmission input shaft or the output shaft; a reduction component, the reduction component being disposed between the output end of the second motor and the transmission mechanism, the reduction component being used to reduce the power output by the second motor and increase its torque; wherein, the first intermediate shaft is disposed on a radial side of the drive shaft and the transmission input shaft, the first intermediate shaft being adapted to be selectively driveably connected between the drive shaft and the transmission input shaft, and the reduction component being loosely fitted onto the first intermediate shaft.

[0009] According to the gearbox assembly of the present invention, through the independent power path compensation mechanism of the second motor, the gearbox assembly achieves uninterrupted power operation throughout the entire range. When the engine and the first motor are shifting gears, the second motor can maintain power output; and when the second motor is shifting gears, it can stagger the shifting time between the engine and the first motor to ensure continuous power transmission.

[0010] By combining the engine and the first motor in the power module in different ways, and with the flexible participation of the second motor, the gearbox assembly can achieve various drive modes such as pure electric, series, dual-power parallel, three-power parallel, pure engine mode, parking charging, and brake energy recovery. This meets the power needs of heavy trucks in different driving scenarios, improves the vehicle's power performance, and allows the engine to always work in the high-efficiency range, reducing fuel consumption.

[0011] The first and second motors can work together to achieve regenerative braking, increasing both the recovery power and the total amount of energy recovered. Furthermore, the second motor can be selectively connected to either the input or output shaft of the transmission via its output end, allowing it to drive the vehicle independently. It can either connect to the input shaft and drive the output shaft after gear changes via the transmission mechanism, or connect directly to the output shaft, bypassing the transmission mechanism to drive the vehicle directly. With fewer gears, it can cover the entire vehicle speed range for energy recovery and participate in recovery directly without shifting, effectively avoiding interruptions and efficiency losses caused by gear changes. This ensures the continuity and stability of energy recovery, increases the total amount and efficiency of recovered energy, and thus more fully realizes the potential for energy conservation and emission reduction.

[0012] According to some embodiments of the present invention, the power module includes: a first gear pair adapted to drive the first intermediate shaft to the transmission shaft; and a second gear pair adapted to drive the first intermediate shaft to the transmission input shaft.

[0013] According to some embodiments of the present invention, the first gear pair is configured as two gears spaced apart axially on the transmission shaft, and a first gear selection device is provided on the transmission shaft. The first gear selection device is disposed between the two first gear pairs and is adapted to selectively engage the transmission shaft with either of the two first gear pairs.

[0014] According to some embodiments of the present invention, a second gear selection device is provided at the end of the transmission input shaft facing the drive shaft. The second gear selection device is adapted to selectively engage the transmission input shaft with the second gear pair or with the first gear pair near the transmission input shaft.

[0015] According to some embodiments of the present invention, the speed-changing input shaft is adapted to selectively engage with the output shaft; the speed-changing mechanism includes: a second intermediate shaft disposed on a radial side of the speed-changing input shaft and the output shaft; a third gear pair adapted to drively connect the speed-changing input shaft and the second intermediate shaft; and a fourth gear pair adapted to drively connect the second intermediate shaft and the output shaft.

[0016] According to some embodiments of the present invention, a third gear selection device is provided on one end of the transmission input shaft facing the output shaft, the third gear selection device being adapted to selectively engage the transmission input shaft with the output shaft or with the third gear pair.

[0017] According to some embodiments of the present invention, the gearbox assembly further includes: a transmission gear loosely fitted on the transmission input shaft, the transmission gear being linked to the output end of the second motor; a fifth gear pair disposed on the side of the third gear pair opposite to the output shaft, the fifth gear pair being adapted to drively connect the transmission input shaft to the second intermediate shaft; wherein, the transmission gear is provided with a fourth gear selection device, the fourth gear selection device being adapted to selectively engage the transmission gear with the transmission input shaft or with the fifth gear pair.

[0018] According to some embodiments of the present invention, the output end of the second motor is provided with a drive shaft, the drive shaft is located on the side of the first intermediate shaft opposite to the transmission shaft, and an active reduction gear is fixedly provided on the drive shaft; the reduction component is formed with a first reduction driven gear and a second reduction driven gear spaced apart from each other in the axial direction, the first reduction driven gear meshing with the active reduction gear, and the second reduction driven gear meshing with the transmission gear.

[0019] According to some embodiments of the present invention, the drive shaft, the speed-changing input shaft and the output shaft are coaxially arranged, and the drive shaft, the speed-changing input shaft and the output shaft are arranged sequentially along the axial direction. The first motor and the second motor are respectively located on the radial sides of the drive shaft and on the same side of the speed-changing mechanism.

[0020] The vehicle according to the present invention is briefly described below.

[0021] The vehicle according to the present invention includes a transmission assembly configured as described in any of the above embodiments; and an engine adapted to be selectively connected to the drive shaft of the transmission assembly. Since the vehicle according to the present invention includes the transmission assembly described in any of the above embodiments, the vehicle according to the present invention can achieve uninterrupted power operation across all driving scenarios, meet the power requirements of multiple driving scenarios, improve power performance, reduce fuel consumption, and efficiently and stably recover braking energy, fully realizing its energy-saving and emission-reduction potential.

[0022] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of a vehicle transmission assembly according to an embodiment of the present invention; Figure 2 This is a power transmission path diagram of a vehicle's gearbox assembly according to an embodiment of the present invention, showing the power transmission path of the engine driving the first and second motors to generate electricity. Figure 3 This is a power transmission path diagram of the second motor of the vehicle's gearbox assembly in three different gears according to an embodiment of the present invention; Figure 4 This is a power transmission path diagram of a vehicle's gearbox assembly in the first gear position, according to an embodiment of the present invention; Figure 5This is a power transmission path diagram of a vehicle's gearbox assembly in the second gear position between the engine and the first motor, according to an embodiment of the present invention. Figure 6 This is a power transmission path diagram of a vehicle's gearbox assembly in the third gear position, according to an embodiment of the present invention. Figure 7 This is a power transmission path diagram of a vehicle's gearbox assembly in the fourth gear position, according to an embodiment of the present invention. Figure 8 This is a power transmission path diagram of a vehicle's gearbox assembly in the fifth gear position, according to an embodiment of the present invention. Figure 9 This is a power transmission path diagram of a vehicle's gearbox assembly in the sixth gear position, according to an embodiment of the present invention. Figure 10 This is a power transmission path diagram of a vehicle's gearbox assembly in the seventh gear position, according to an embodiment of the present invention. Figure 11 This is a power transmission path diagram of a vehicle's gearbox assembly in the eighth gear position, according to an embodiment of the present invention.

[0024] Figure label: 1. Gearbox components; 11. Power module; 111. First motor; 112. Engine; 113. Drive shaft; 114. First intermediate shaft; 115. First gear pair; 116. Second gear pair; 12. Speed ​​change mechanism; 121. Speed ​​change input shaft; 122. Output shaft; 123. Second intermediate shaft; 124. Third gear pair; 125. Fourth gear pair. 13. Second motor; 141. Transmission gear; 142. Fifth gear pair; 143. Drive shaft; 144. Reduction gear; 151. First gear selector; 152. Second gear selector; 153. Third gear selector; 154. Fourth gear selector. 16. Clutch. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown 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 the present invention, and should not be construed as limiting the present invention.

[0026] In the description of this invention, 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," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention 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 the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] In the actual operation of heavy trucks, a variety of complex working conditions are covered, including short, medium and long-distance transportation as well as light and heavy loads. The transmission technology of heavy trucks has gradually revealed many drawbacks when dealing with these diverse scenarios.

[0028] In related technologies, heavy-duty truck gearboxes have a large number of gears. During gear shifting, power transmission will be briefly interrupted. This not only makes the vehicle's power output inconsistent, affecting acceleration performance and climbing ability, and reducing overall power, but also brings obvious jerking to the driver and passengers, impairing driving comfort.

[0029] During low-speed start-up, especially when climbing hills under heavy load, it struggles to provide sufficient power support. Meanwhile, during medium-to-high-speed driving, the engine struggles to maintain its efficient operating range, failing to accurately distribute and adjust power according to real-time road conditions and power demands, resulting in ineffective reduction of overall fuel consumption. Furthermore, some hybrid systems are prone to downshifting during energy recovery, which not only affects the stability and efficiency of energy recovery but also limits the amount of energy recovered, failing to fully realize its energy-saving and emission-reduction potential.

[0030] Furthermore, to meet the power demands under complex operating conditions, hybrid systems typically employ a configuration with multiple power sources and multi-speed transmission mechanisms. However, each power source and its associated reduction and transmission components are often arranged independently, resulting in a large number of shafts and a significant space requirement.

[0031] The following is for reference. Figure 1 A gearbox assembly 1 according to an embodiment of the present invention is described.

[0032] like Figure 1 As shown, the transmission assembly 1 for a vehicle according to the present invention includes a power module 11, a transmission mechanism 12, a second motor 13, and a reduction gear 144. The power module 11 provides basic power to the vehicle; the transmission mechanism 12 is responsible for adjusting the transmission ratio of power transmission to adapt to different driving conditions; the second motor 13 can flexibly participate in power output or energy recovery according to actual needs, further optimizing vehicle performance.

[0033] The power module 11 is equipped with a first motor 111 and a drive shaft 113. The first motor 111 has both electric and generator functions. When the vehicle needs to be driven by electricity, the first motor 111 acts as a motor, converting electrical energy into mechanical energy to drive the vehicle. When the vehicle is stopped, the first motor 111 can act as a generator, converting the kinetic energy of the engine 112 into electrical energy and storing it.

[0034] When the vehicle is in motion, the transmission assembly 1 can receive power from the engine 112, and then the transmission assembly 1 transmits the power to the drive wheels. The engine 112 generates power by burning fuel. In hybrid mode, the engine 112 works in conjunction with the electric motor to provide power to the vehicle; under certain operating conditions, the engine 112 can also drive the vehicle independently.

[0035] The drive shaft 113 is connected to the first motor 111. In different driving modes, the drive shaft 113 can receive power from the first motor 111 as needed, or simultaneously receive power from the engine 112 and the first motor 111, thereby realizing multiple power combination modes.

[0036] When the vehicle is parked, the power of the engine 112 can be transmitted to the first motor 111 through the drive shaft 113, driving the first motor 111 to generate electricity and charge the battery.

[0037] The transmission mechanism 12 is provided with a transmission input shaft 121 and an output shaft 122. The transmission input shaft 121 is adapted to be selectively connected to the drive shaft 113, so that the transmission mechanism 12 can decide whether to receive power from the power module 11 according to the driving needs of the vehicle. The output shaft 122 is used to transmit the power regulated by the transmission mechanism 12 to the drive wheels of the vehicle to drive the vehicle. The transmission input shaft 121 and the drive shaft 113 are coaxially arranged, which helps to simplify the power transmission path, making the power transmission more direct and efficient in the axial direction, and at the same time making the structure of the entire gearbox assembly 1 more compact.

[0038] The transmission mechanism 12 is used to adjust the transmission ratio between the input shaft 121 and the output shaft 122. By changing the transmission ratio, the rotational speed and torque of the output shaft 122 can be changed, thereby adapting to different vehicle speeds and load requirements. For example, when the vehicle starts or climbs a hill, a larger torque is required, so the transmission mechanism 12 can reduce the transmission ratio to allow the output shaft 122 to obtain a larger torque; while when the vehicle is traveling at high speed, a higher rotational speed is required, so the transmission mechanism 12 can increase the transmission ratio to allow the output shaft 122 to obtain a higher rotational speed.

[0039] The output end of the second motor 13 is selectively connected to either the transmission input shaft 121 or the output shaft 122, allowing the second motor 13 to participate in power transmission at different positions according to the vehicle's driving conditions and power requirements. When power is needed, the second motor 13 can act as an electric motor, converting electrical energy into mechanical energy and transmitting power to the drive wheels through its connection with the transmission input shaft 121 or the output shaft 122. It can work independently or in conjunction with the engine 112 and the first motor 111 to improve the vehicle's power performance. When the vehicle is stopped, the output end of the second motor 13 is connected to the transmission input shaft 121, cutting off the power transmission path between the transmission input shaft 121 and the output shaft 122. The engine 112 can drive the transmission input shaft 121 to rotate, thereby driving the second motor 13 to generate electricity, realizing the parking power generation function. Furthermore, the first motor 111 and the second motor 13 can generate electricity simultaneously, improving power generation efficiency.

[0040] Through the independent power path compensation mechanism of the second motor 13, the gearbox assembly 1 achieves uninterrupted power operation throughout the entire range. When the engine 112 and the first motor 111 are shifting gears, the second motor 13 can maintain power output; and when the second motor 13 is shifting gears, it can stagger the shifting time between the engine 112 and the first motor 111 to ensure continuous power transmission.

[0041] By combining the engine 112 and the first motor 111 in different ways, and with the flexible participation of the second motor 13, the gearbox assembly 1 can achieve various driving modes such as pure electric, series, dual-power parallel, three-power parallel, pure engine 112 mode, parking charging, and brake energy recovery, to meet the power needs of heavy trucks in different driving scenarios, improve the power performance of the vehicle, and enable the engine 112 to always work in the high-efficiency range, thereby reducing fuel consumption.

[0042] The first motor 111 and the second motor 13 can work together to achieve regenerative braking, increasing the recovery power and total recovery amount. Furthermore, the second motor 13 can be selectively connected to either the input shaft 121 or the output shaft 122 via its output end, allowing it to drive the vehicle independently. It can either be connected to the input shaft 121 and drive the output shaft 122 after gear shifting via the transmission mechanism 12, or it can be directly connected to the output shaft 122, bypassing the transmission mechanism 12 to drive the vehicle directly. With fewer gears, it can cover the entire vehicle speed range for energy recovery and participate in recovery directly without shifting, effectively avoiding interruptions and efficiency losses caused by gear shifting. This ensures the continuity and stability of energy recovery, increases the total amount and efficiency of recovered energy, and thus more fully realizes the potential for energy conservation and emission reduction.

[0043] The second motor 13 has the characteristics of high speed and low torque. The reduction component 144 is disposed between the output end of the second motor 13 and the transmission mechanism 12 to reduce the speed and increase the torque of the power output by the second motor 13. This arrangement allows the output torque of the second motor 13 to be adapted to the vehicle's driving requirements, improving the output stability and operating condition adaptability of the gearbox assembly 1.

[0044] The first intermediate shaft 114 is disposed on the radial side of the drive shaft 113 and the transmission input shaft 121, providing a reasonable spatial layout for power transmission between the drive shaft 113 and the transmission input shaft 121. The first intermediate shaft 114 is suitable for selectively connecting the drive shaft 113 and the transmission input shaft 121, so that the drive shaft 113 can transmit power to the transmission input shaft 121 through the first intermediate shaft 114, completing the power transmission from the power module 11 to the transmission mechanism 12, realizing indirect power transmission from the power module 11 to the transmission mechanism 12, enriching the choice of power transmission path, facilitating the selection of a more suitable transmission method according to different working conditions, thereby adjusting the transmission ratio to adapt to different driving needs.

[0045] The deceleration component 144 is loosely fitted onto the first intermediate shaft 114 and can rotate freely on the first intermediate shaft 114. This satisfies the need to decelerate and increase the torque of the power output from the second motor 13 without occupying additional fixed installation space. It can make full use of the existing structural space inside the gearbox assembly 1, further improving the structural compactness of the gearbox assembly 1, reducing the overall volume occupied, and facilitating its arrangement within the limited space of the vehicle.

[0046] Therefore, according to the gearbox assembly 1 of the present invention, the entire range of operation is uninterrupted, and the engine 112 can always operate in the high-efficiency range, reducing fuel consumption, and ensuring the continuity and stability of braking energy recovery, thereby improving the total amount and efficiency of recovered energy.

[0047] According to some embodiments of the present invention, such as Figure 1 As shown, the power module 11 includes a first gear pair 115 and a second gear pair 116. The drive shaft 113 is adapted to be selectively connected to the first intermediate shaft 114 via the first gear pair 115, and the first intermediate shaft 114 is adapted to be selectively connected to the transmission input shaft 121 via the second gear pair 116. This allows the drive shaft 113 and the transmission input shaft 121 to not only be directly connected, but also indirectly connected via the first gear pair 115, the first intermediate shaft 114, and the second gear pair 116. This enables adjustment of the power transmission path and transmission ratio, thereby increasing the number of gears available for the engine 112 and the first motor 111, allowing the engine 112 and the first motor 111 to maintain efficient operation over a wider range of speeds and torques.

[0048] According to some embodiments of the present invention, the first gear pair 115 includes a first driving gear and a first driven gear meshing with each other. In some embodiments, the first driving gear is loosely fitted on the transmission shaft 113, allowing the first driving gear to rotate freely on the transmission shaft 113, while the first driven gear is fixedly mounted on the first intermediate shaft 114. When the first driving gear rotates, it will drive the first driven gear and the first intermediate shaft 114 to rotate together. In other embodiments, the first driving gear is fixedly mounted on the transmission shaft 113, that is, the first driving gear rotates synchronously with the transmission shaft 113, and the first driven gear is loosely fitted on the first intermediate shaft 114. In this case, the rotation of the transmission shaft 113 will be transmitted to the first driven gear through the first driving gear, causing the first driven gear to rotate on the first intermediate shaft 114, but not necessarily driving the first intermediate shaft 114 to rotate.

[0049] According to some embodiments of the present invention, the second gear pair 116 includes a second driving gear and a second driven gear meshing with each other. In some embodiments, the second driving gear is loosely fitted on the first intermediate shaft 114, and the second driven gear is fixedly mounted on the transmission input shaft 121. When the second driving gear rotates on the first intermediate shaft 114, it drives the second driven gear and the transmission input shaft 121 to rotate. In other embodiments, the second driving gear is fixedly mounted on the first intermediate shaft 114, and the second driven gear is loosely fitted on the transmission input shaft 121. The rotation of the first intermediate shaft 114 is transmitted to the second driven gear through the second driving gear, causing the second driven gear to rotate on the transmission input shaft 121, but not necessarily driving the transmission input shaft 121 to rotate.

[0050] According to some embodiments of the present invention, such as Figure 1 As shown, the first gear pair 115 is constructed as two gears spaced apart axially on the drive shaft 113. The two first gear pairs 115 have different gear parameters and different transmission ratios, which can adapt to the diverse power and speed requirements of the vehicle under different driving conditions.

[0051] A first gear selector 151 is provided on the drive shaft 113. The first gear selector 151 is located between the two first gear pairs 115 and is adapted to selectively engage the drive shaft 113 with any one of the two first gear pairs 115, thereby realizing the switching of different transmission ratios. This allows the drive shaft 113 and the first intermediate shaft 114 to have two different transmission gears, expanding the speed regulation range of the power module 11 and enabling the engine 112 and the first motor 111 to work in a more optimal operating range.

[0052] When the first gear selector 151 engages with one of the first gear pairs 115, the power of the drive shaft 113 is transmitted to the first intermediate shaft 114 through the first gear pair 115; when the first gear selector 151 engages with the other first gear pair 115, it switches to another transmission ratio path.

[0053] According to some embodiments of the present invention, a second gear selection device 152 is provided at the end of the transmission input shaft 121 facing the drive shaft 113. The second gear selection device 152 is adapted to selectively engage the transmission input shaft 121 with a second gear pair 116 or with a first gear pair 115 near the transmission input shaft 121.

[0054] When the second gear selector 152 connects the transmission input shaft 121 with the second gear pair 116, power is transmitted to the transmission input shaft 121 via the first intermediate shaft 114 and the second gear pair 116, thus realizing the indirect transmission connection between the transmission shaft 113 and the transmission input shaft 121.

[0055] When the second gear selector 152 engages the transmission input shaft 121 with the first gear pair 115 closest to it, if the transmission shaft 113 and the second gear selector 152 are engaged with the same first gear pair 115, a coaxial direct transmission connection is formed between the transmission shaft 113 and the transmission input shaft 121, bypassing the transmission path of the first intermediate shaft 114; if the transmission shaft 113 and the second gear selector 152 are engaged with different first gear pairs 115, the power of the transmission shaft 113 is first transmitted to the first intermediate shaft 114 via the first gear pair 115 furthest from the transmission input shaft 121, and then transmitted to the transmission input shaft 121 via the second gear selector 152 through the first gear pair 115 closest to the transmission input shaft 121, thus achieving indirect transmission as well.

[0056] Therefore, the power of the drive shaft 113 can be directly connected to the transmission input shaft 121, or indirectly transmitted through either of the two first gear pairs 115, the first intermediate shaft 114, and the second gear pair 116, or indirectly transmitted through the two first gear pairs 115 and the first intermediate shaft 114. There are four different power transmission paths, which enable the power module 11 to provide a variety of different gear ratio combinations, further enriching the gear selection of the engine 112 and the first motor 111, and improving the adaptability of the gearbox assembly 1 under different operating conditions.

[0057] According to some embodiments of the present invention, such as Figure 1 As shown, the transmission input shaft 121 can receive power from at least one of the generator, the first motor 111, and the second motor 13, and transmit the power to the output shaft 122 through different engagement methods according to the driving requirements of the vehicle. The transmission input shaft 121 is adapted to selectively engage with the output shaft 122, so that the power of the transmission input shaft 121 can be directly transmitted to the output shaft 122.

[0058] The transmission mechanism 12 includes a second intermediate shaft 123, a third gear pair 124, and a fourth gear pair 125. The second intermediate shaft 123 is disposed on one radial side of the transmission input shaft 121 and the output shaft 122, so that the second intermediate shaft 123 can transmit power between the transmission input shaft 121 and the output shaft 122, and adjust the transmission ratio between the transmission input shaft 121 and the output shaft 122. The layout is reasonable and compact.

[0059] The input shaft 121 is optionally connected to the second intermediate shaft 123 via a third gear pair 124, and the second intermediate shaft 123 is connected to the output shaft 122 via a fourth gear pair 125. When the input shaft 121 is engaged with the third gear pair 124, power is transmitted from the input shaft 121 to the second intermediate shaft 123 via the third gear pair 124, and then to the output shaft 122 via the fourth gear pair 125. This achieves an indirect transmission connection between the input shaft 121 and the output shaft 122, and the output speed and torque are adjusted by the combination of the transmission ratios of the third gear pair 124 and the fourth gear pair 125.

[0060] Therefore, the power received by the input shaft 121 can be directly transmitted to the output shaft 122, or indirectly transmitted to the output shaft 122 through the third gear pair 124, the second intermediate shaft 123 and the fourth gear pair 125, thus forming two different power transmission paths, further enriching the gear selection, and enabling the vehicle to better adapt to complex driving conditions.

[0061] According to some embodiments of the present invention, the third gear pair 124 includes a third driving gear and a third driven gear meshing with each other. The third driving gear is loosely fitted on the transmission input shaft 121 and can rotate freely on the transmission input shaft 121 without rotating synchronously with the transmission input shaft 121; the third driven gear is fixedly disposed on the second intermediate shaft 123 and rotates synchronously with the second intermediate shaft 123. The third gear pair 124 can realize a selectable transmission connection between the transmission input shaft 121 and the second intermediate shaft 123. By controlling the engagement state of the third driving gear with the transmission input shaft 121, it is determined whether to transmit power from the transmission input shaft 121 to the second intermediate shaft 123.

[0062] According to some embodiments of the present invention, the fourth gear pair 125 includes a fourth driving gear and a fourth driven gear meshing with each other. The fourth driving gear is fixedly disposed on the second intermediate shaft 123 and rotates synchronously with the second intermediate shaft 123; the fourth driven gear is fixedly disposed on the output shaft 122, and drives the output shaft 122 to rotate through its meshing relationship with the fourth driving gear when the second intermediate shaft 123 rotates, thereby transmitting power from the second intermediate shaft 123 to the output shaft 122.

[0063] As can be seen from the above embodiments, in some embodiments of the present invention, such as Figures 4-11As shown, there are four different power transmission paths between the drive shaft 113 and the transmission input shaft 121, and two different power transmission paths between the transmission input shaft 121 and the output shaft 122. Therefore, for the engine 112 and the first motor 111, the power transmitted from the engine 112 and the first motor 111 to the output shaft 122 can form eight different gear combinations, enabling the gearbox assembly 1 to cover a wider range of speed and torque requirements.

[0064] According to some embodiments of the present invention, such as Figure 1 As shown, a third gear selection device 153 is provided on one end of the transmission input shaft 121 facing the output shaft 122. The third gear selection device 153 is adapted to selectively engage the transmission input shaft 121 with the output shaft 122 or with the third gear pair 124.

[0065] When the third gear selector 153 engages the input shaft 121 with the output shaft 122, power is directly transmitted from the input shaft 121 to the output shaft 122, realizing a direct transmission connection between the input shaft 121 and the output shaft 122; when the third gear selector 153 engages the input shaft 121 with the third gear pair 124, power is transmitted via the third gear pair 124 to the second intermediate shaft 123, and then via the second intermediate shaft 123 to the output shaft 122 through the fourth gear pair 125, realizing an indirect transmission connection between the input shaft 121 and the output shaft 122.

[0066] By controlling the engagement state of the third gear selector 153, the power transmission path between the gear input shaft 121 and the output shaft 122 can be switched, thereby adjusting the transmission ratio between the gear input shaft 121 and the output shaft 122.

[0067] According to some embodiments of the present invention, the gearbox assembly 1 further includes a transmission gear 141 and a fifth gear pair 142. The transmission gear 141 is loosely fitted onto the transmission input shaft 121 and can rotate freely on the transmission input shaft 121. The transmission gear 141 is linked to the output end of the second motor 13 and can receive power from the output end of the second motor 13.

[0068] The fifth gear pair 142 is located on the side of the third gear pair 124 opposite to the output shaft 122, making its arrangement with the transmission gear 141 more reasonable and facilitating power transmission between the second motor 13 and the speed input shaft 121. A fourth gear selection device 154 is provided on the transmission gear 141, which is suitable for selectively engaging the transmission gear 141 with the speed input shaft 121 or with the fifth gear pair 142.

[0069] When the fourth gear selector 154 engages the transmission gear 141 with the speed input shaft 121, the power of the second motor 13 is directly transmitted to the speed input shaft 121, realizing a direct transmission connection between the second motor 13 and the speed input shaft 121. At this time, the power of the second motor 13 can be directly transmitted to the output shaft 122 via the speed input shaft 121, or indirectly transmitted to the output shaft 122 via the third gear pair 124, the second intermediate shaft 123, and the fourth gear pair 125. When the fourth gear selector 154 engages the transmission gear 141 with the fifth gear pair 142, the power of the second motor 13 is transmitted to the second intermediate shaft 123 via the fifth gear pair 142, and then transmitted from the second intermediate shaft 123 to the output shaft 122 via the fourth gear pair 125, realizing an indirect transmission connection between the second motor 13 and the output shaft 122. At this time, the power of the second motor 13 bypasses the speed input shaft 121 and directly drives the output shaft 122.

[0070] By controlling the engagement state of the fourth gear selector 154, the power transmission path of the second motor 13 can be switched, enabling the second motor 13 to switch different gears according to the vehicle's power requirements, thereby improving the working efficiency of the second motor 13.

[0071] According to some embodiments of the present invention, the fifth gear pair 142 includes a fifth driving gear and a fifth driven gear meshing with each other. The fifth driving gear is loosely fitted on the transmission input shaft 121 and can rotate freely on the transmission input shaft 121 without rotating synchronously with the transmission input shaft 121. The fifth driven gear is fixedly mounted on the second intermediate shaft 123 and rotates synchronously with the second intermediate shaft 123.

[0072] As can be seen from the above embodiments, in some embodiments of the present invention, such as Figure 3 As shown, the power of the second motor 13 can be transmitted to the speed input shaft 121 via the transmission gear 141. There are two different power transmission paths between the speed input shaft 121 and the output shaft 122. The power of the second motor 13 can also be transmitted to the second intermediate shaft 123 via the transmission gear 141 through the fifth gear pair 142, and then from the second intermediate shaft 123 to the output shaft 122 via the fourth gear pair 125. Therefore, for the second motor 13, its power transmission to the output shaft 122 can form three different gear combinations. It has few gears and can work independently of the power module 11.

[0073] It should be noted that in the above embodiments, the first gear selection device 151, the second gear selection device 152, the third gear selection device 153, and the fourth gear selection device 154 can all be placed in the neutral position. In this neutral position, the gear selection device is not engaged with any component. For example, when the fourth gear selection device 154 is in the neutral position, the power of the second motor 13 cannot be transmitted to the output shaft 122, and the power of the output shaft 122 cannot be transmitted back to the second motor 13. Therefore, the second motor 13 does not participate in power transmission or energy recovery.

[0074] According to some embodiments of the present invention, such as Figure 1 As shown, the output end of the second motor 13 is provided with a drive shaft 143. The power of the second motor 13 is transmitted to the transmission gear 141 through the drive shaft 143. The drive shaft 143 is located on the side of the first intermediate shaft 114 opposite to the transmission shaft 113, so that the first intermediate shaft 114 is located between the transmission gear 141 and the drive shaft 143. The power of the drive shaft 143 can be transmitted through the reduction component 144 loosely fitted on the first intermediate shaft 114 by gear meshing.

[0075] A drive reduction gear is fixedly mounted on the drive shaft 143. The power of the second motor 13 is transmitted to the transmission gear 141 through the drive reduction gear on the drive shaft 143.

[0076] The reduction component 144 has a first reduction driven gear and a second reduction driven gear spaced apart from each other in the axial direction. The first reduction driven gear meshes with the driving reduction gear, and the second reduction driven gear meshes with the transmission gear 141.

[0077] The first reduced driven gear meshes with the driving reduced gear, transmitting the rotation of the drive shaft 143 to the reduction component 144, causing the reduction component 144 to rotate on the first intermediate shaft 114. The second reduced driven gear meshes with the transmission gear 141, transmitting the rotation of the reduction component 144 to the transmission gear 141, thereby realizing the transmission of power from the second motor 13 to the transmission gear 141. Through the meshing relationship of the two-stage reduction gears, a large reduction ratio can be achieved within a limited space, reducing the output speed of the second motor 13 and increasing its torque, better matching the vehicle's driving requirements, and also helping to reduce the size of the second motor 13.

[0078] According to some embodiments of the present invention, such as Figure 1As shown, the drive shaft 113, the transmission input shaft 121, and the output shaft 122 are coaxially arranged, and the engine 112, drive shaft 113, transmission input shaft 121, and output shaft 122 are arranged sequentially along the axial direction. The drive shaft 113, transmission input shaft 121, and output shaft 122 are arranged on the same axis, and from one end of the gearbox assembly 1 to the other, the engine 112, drive shaft 113, transmission input shaft 121, and output shaft 122 are arranged sequentially, making full use of the axial space and allowing for the orderly installation and connection of each component.

[0079] The engine 112 is located at the front end, and the power it generates is transmitted to the drive shaft 113. The drive shaft 113 transmits the power to the transmission input shaft 121. The transmission input shaft 121 then changes the gear ratio through the transmission mechanism 12 according to the vehicle's speed and load, transmitting the appropriate power to the output shaft 122. The output shaft 122 finally outputs the power to the wheels.

[0080] The first motor 111 and the second motor 13 are located on the radial sides of the transmission shaft 113 and on the same side of the speed change mechanism 12, respectively. The first motor 111 and the second motor 13 are arranged on the radial sides of the transmission shaft 113 and are concentrated on the same side of the speed change mechanism 12 in the axial direction. The layout is compact and reasonable, making use of radial space and helping to save axial space.

[0081] By rationally arranging the engine 112, drive shaft 113, input shaft 121, output shaft 122, first motor 111, and second motor 13, the overall structure of the gearbox assembly 1 is made more compact, and the axial and radial dimensions are effectively controlled, facilitating its installation within the limited space of the vehicle. Simultaneously, the relative positional relationships between each power source and transmission component are clearly defined, and the power transmission path is clear, which helps reduce power loss and improve transmission efficiency.

[0082] According to some embodiments of the present invention, such as Figure 1 As shown, the first motor 111 is disposed on the radial side of the transmission shaft 113. The output end of the first motor 111 is connected to the transmission shaft 113 through gear meshing, so that the first motor 111 can output power to the transmission shaft 113 or recover energy from the transmission shaft 113.

[0083] The following is for reference. Figures 1-11 This invention describes various operating modes of a vehicle according to an embodiment of the present invention.

[0084] (Single / Dual Motor) Parking Charging: In single-motor parking charging mode, clutch 16 is engaged, and the first gear selector 151, second gear selector 152, fourth gear selector 154, and third gear selector 153 are all disengaged (neutral). At this time, engine 112 operates and drives the first motor 111 to generate electricity, converting mechanical energy into stored electrical energy. In dual-motor parking charging mode, clutch 16 is also engaged, the fourth gear selector 154 is engaged on the left, and the third gear selector 153 is disengaged. The first gear selector 151 and second gear selector 152 operate in different gear combinations. Engine 112 operates, not only driving the first motor 111 system to generate electricity but also driving the second motor 13 to generate electricity through a corresponding transmission path, such as... Figure 2 As shown, this enables the simultaneous power generation of two motors.

[0085] Pure electric start / driving: During pure electric start or driving, if the vehicle is driven solely by the second motor 13, the clutch 16 is disengaged, the left side of the fourth gear selector 154 is engaged, and the left or right side of the third gear selector 153 is engaged (or the right side of the fourth gear selector 154 is engaged). The second motor 13 provides three gear selections according to different gear ratio combinations, such as... Figure 3 As shown, the vehicle is driven forward. If the vehicle is driven only by the first motor 111, the clutch 16 is disengaged, the first gear selector 151 and the second gear selector 152 engage in a specific combination, the fourth gear selector 154 is in neutral, and the third gear selector 153 is engaged on either the left or right side, forming eight gears, as shown. Figures 4-11 As shown, this meets the different driving needs of the vehicle. Of course, the first motor 111 and the second motor 13 can also drive the vehicle together in a pure electric parallel mode. In this case, the clutch 16 is disengaged, the first gear selector 151 and the second gear selector 152 are engaged in combination, the fourth gear selector 154 is engaged on the left or right side, and the third gear selector 153 is engaged on the left or right side, so as to realize the coordinated operation of the two motors.

[0086] Series mode: In series mode, clutch 16 engages, the left side of fourth gear selector 154 engages, and the left or right side of third gear selector 153 engages (or the right side of fourth gear selector 154 engages). Engine 112 operates and drives first motor 111 to generate electricity, converting mechanical energy into electrical energy. Simultaneously, second motor 13 drives the vehicle forward through a corresponding transmission path according to the vehicle's driving needs, realizing the series drive function.

[0087] Dual-power parallel operation: The dual-power parallel operation mode includes three cases: parallel drive of engine 112 and first motor 111, pure electric dual-power drive of first motor 111 and second motor 13, and dual-power drive of engine 112 and second motor 13. Among them, the power transmission path of parallel drive of engine 112 and first motor 111 is basically the same as the pure electric drive path of first motor 111; the pure electric dual-power drive of first motor 111 and second motor 13 is similar to the pure electric mode; and the case of dual-power drive of engine 112 and second motor 13 will be described in the following three power modes and will not be repeated here.

[0088] Three-power parallel operation: In three-power parallel operation mode, clutch 16 engages, the first gear selector 151 and the second gear selector 152 engage in a specific combination, the fourth gear selector 154 engages on either the left or right side, and the third gear selector 153 engages on either the left or right side. At this time, engine 112, first motor 111 and second motor 13 work together to transmit power to the output shaft, realizing the function of three-power parallel drive of the vehicle, meeting the power requirements of the vehicle under heavy load or high speed conditions.

[0089] Pure Engine 112 Mode: In pure engine 112 mode, clutch 16 engages, and the first gear selector 151, second gear selector 152, and third gear selector 153 engage according to their gear definitions, ensuring a smooth power transmission path. Simultaneously, the fourth gear selector 154 disengages, placing the second motor 13 in neutral and preventing it from participating in power transmission. At this time, only the engine 112 drives the vehicle forward, meeting the vehicle's driving needs under specific operating conditions.

[0090] Therefore, the gearbox assembly 1 according to the present invention has the characteristic of multiple power mode combination. When the vehicle starts, drives at low speed and reverses, it can use a pure electric mode with single motor drive or dual motor drive to output power. When the vehicle is in the medium and high speed driving stage, the engine 112 is used as the main power driving source, and the motor intervenes in time to supplement the instantaneous power demand. Through the reasonable combination and coordinated work of the above different power modes, the overall fuel consumption of the vehicle can be reduced.

[0091] The vehicle according to the present invention is briefly described below.

[0092] The vehicle according to the present invention includes a transmission assembly 1 and an engine 112 as described in any of the above embodiments. The transmission assembly 1 is configured as described in any of the above embodiments. The engine 112 is adapted to be selectively connected to the drive shaft 113 of the transmission assembly 1. The power generated by the engine 112 can be transmitted to the drive shaft 113. The drive shaft 113 transmits power to the transmission input shaft 121. The transmission input shaft 121 then changes the gear ratio through the transmission mechanism 12 according to the vehicle's speed and load, transmitting appropriate power to the output shaft 122. The output shaft 122 ultimately outputs power to the wheels.

[0093] Since the vehicle according to the present invention includes the gearbox assembly 1 in any of the above embodiments, the vehicle according to the present invention can achieve uninterrupted operation across all driving scenarios, meet the power requirements of multiple driving scenarios, improve power performance, reduce fuel consumption, and efficiently and stably recover braking energy, thus fully realizing the potential for energy conservation and emission reduction.

[0094] According to some embodiments of the present invention, such as Figure 1 As shown, the vehicle also includes a clutch 16, which is disposed between the engine 112 and the drive shaft 113. The clutch 16 is adapted to selectively engage or disengage the engine 112 from the drive shaft 113. When the clutch 16 is engaged, the power of the engine 112 is transmitted to the drive shaft 113, and the engine 112 participates in driving or generating electricity. When the clutch 16 is disengaged, the power transmission between the engine 112 and the drive shaft 113 is cut off, and the engine 112 can stop working. At this time, the vehicle can be driven by the first motor 111 and the second motor 13 individually or in combination, realizing a pure electric driving mode. By setting the clutch 16, the engine 112 can flexibly engage or disengage power transmission according to operating conditions, improving the mode switching flexibility of the transmission assembly 1.

[0095] 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 the invention. 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.

[0096] Although embodiments of the invention 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 the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A transmission assembly for a vehicle, characterized in that, include: The power module (11) is provided with a first motor (111), a transmission shaft (113) and a first intermediate shaft (114), wherein the transmission shaft (113) is connected to the first motor (111) in a transmission manner; The speed change mechanism (12) is provided with a speed change input shaft (121) and an output shaft (122). The speed change input shaft (121) is coaxially arranged with the transmission shaft (113) and is adapted to be selectively connected to the transmission shaft (113) for transmission. The speed change mechanism (12) is used to adjust the transmission ratio between the speed change input shaft (121) and the output shaft (122). The output end of the second motor (13) is adapted to be selectively connected to the variable speed input shaft (121) or the output shaft (122); A speed reduction component (144) is disposed between the output end of the second motor (13) and the speed change mechanism (12). The speed reduction component (144) is used to reduce the power output by the second motor (13) and increase the torque. The first intermediate shaft (114) is disposed on the radial side of the transmission shaft (113) and the speed input shaft (121). The first intermediate shaft (114) is adapted to be selectively connected between the transmission shaft (113) and the speed input shaft (121). The speed reduction component (144) is loosely fitted on the first intermediate shaft (114).

2. The gearbox assembly according to claim 1, characterized in that, The power module (11) includes: A first gear pair (115) is adapted to drive the first intermediate shaft (114) to the transmission shaft (113); A second gear pair (116) is adapted to drive the first intermediate shaft (114) to the variable speed input shaft (121).

3. The gearbox assembly according to claim 2, characterized in that, The first gear pair (115) is configured as two gears spaced apart in the axial direction of the transmission shaft (113), and the transmission shaft (113) is provided with a first gear selection device (151). The first gear selection device (151) is disposed between the two first gear pairs (115) and is adapted to selectively engage the transmission shaft (113) with either of the two first gear pairs (115).

4. The gearbox assembly according to claim 3, characterized in that, The end of the transmission input shaft (121) facing the drive shaft (113) is provided with a second gear selection device (152), which is adapted to selectively engage the transmission input shaft (121) with the second gear pair (116) or the transmission input shaft (121) with the first gear pair (115) near the transmission input shaft (121).

5. The gearbox assembly according to claim 2, characterized in that, The variable speed input shaft (121) is adapted to selectively engage with the output shaft (122); The speed change mechanism (12) includes: The second intermediate shaft (123) is disposed on the radial side of the speed-changing input shaft (121) and the output shaft (122); A third gear pair (124) is adapted to drive the transmission input shaft (121) to the second intermediate shaft (123); A fourth gear pair (125) is adapted to drive the second intermediate shaft (123) to the output shaft (122).

6. The gearbox assembly according to claim 5, characterized in that, A third gear selection device (153) is provided on one end of the transmission input shaft (121) facing the output shaft (122). The third gear selection device (153) is adapted to selectively engage the transmission input shaft (121) with the output shaft (122) or the transmission input shaft (121) with the third gear pair (124).

7. The gearbox assembly according to claim 5, characterized in that, Also includes: A transmission gear (141) is loosely fitted onto the speed change input shaft (121), and the transmission gear (141) is linked to the output end of the second motor (13). A fifth gear pair (142) is disposed on the side of the third gear pair (124) away from the output shaft (122), and the fifth gear pair (142) is adapted to drive the transmission input shaft (121) and the second intermediate shaft (123); The transmission gear (141) is provided with a fourth gear selection device (154), which is adapted to selectively engage the transmission gear (141) with the transmission input shaft (121) or with the fifth gear pair (142).

8. The gearbox assembly according to claim 7, characterized in that, The output end of the second motor (13) is provided with a drive shaft (143), the drive shaft (143) is located on the side of the first intermediate shaft (114) away from the transmission shaft (113), and an active reduction gear is fixedly provided on the drive shaft (143); The deceleration component (144) has a first deceleration driven gear and a second deceleration driven gear spaced apart from each other in the axial direction. The first deceleration driven gear meshes with the driving deceleration gear, and the second deceleration driven gear meshes with the transmission gear (141).

9. The gearbox assembly according to claim 1, characterized in that, The drive shaft (113), the speed input shaft (121), and the output shaft (122) are coaxially arranged. The drive shaft (113), the speed input shaft (121), and the output shaft (122) are arranged sequentially along the axial direction. The first motor (111) and the second motor (13) are located on the radial sides of the drive shaft (113) and on the same side of the speed change mechanism (12).

10. A vehicle, characterized in that, include: A transmission assembly, wherein the transmission assembly is configured as described in any one of claims 1-9; An engine (112) is adapted to be optionally connected to the drive shaft (113) of the gearbox assembly.

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