Gearbox and vehicle power system

Abstract

The utility model provides a gearbox and a vehicle power system, and belongs to the field of vehicle transmission devices. The gearbox comprises a shell, a hollow second input shaft and a first input shaft are arranged in the shell, the first input shaft is arranged in the second input shaft in a penetrating mode and is in running fit with the second input shaft, the first input shaft is connected with an output shaft through a gear shifting synchronizer, and the first input shaft, the second input shaft and the output shaft are each provided with a convergence gear; the gearbox and the vehicle power system further comprise parallel shafts parallel to the output shaft, at least two parallel shafts are provided with flow dividing gears meshed with the different flow converging gears respectively, and the parallel shafts are solid shafts which are not coaxially arranged. The vehicle power system comprises the gearbox. According to the utility model, each parallel shaft is arranged to be a solid shaft which is not coaxially arranged, so that a larger selection space is provided for the design of relevant parameters of the confluence gear and the shunt gear, and the flexibility of the design is stronger.

Description

Technical Field

[0001] The utility model belongs to the field of vehicle transmission devices, in particular to a gearbox and a vehicle power system. Background Art

[0002] Generally, the gearbox matched with the engine on heavy trucks has more gears, which makes the gearbox larger and more complex in structure, and cannot meet the needs of new energy vehicles.

[0003] In order to solve the above technical problems, the utility model with the existing authorization announcement number CN218287415U provides a dual-motor coaxial 4-speed gearbox transmission structure, which includes a hollow second input shaft and a first input shaft inserted in the second input shaft and rotatably matched with the second input shaft, an intermediate shaft coaxially arranged with the first input shaft, a parallel shaft arranged parallel to the intermediate shaft, and a hollow parallel shaft sleeved on the parallel shaft and rotatably matched with the parallel shaft, the second input shaft is connected to a primary confluence Gears, the first input shaft is connected with a two-stage converging gear, the intermediate shaft is sequentially provided with a first shift synchronizer, a three-stage converging gear, a four-stage converging gear, a second shift synchronizer, a five-stage converging gear and a planetary row, the parallel shaft is sequentially provided with a first-stage diverter gear meshing with the first-stage converging gear, a four-stage diverter gear meshing with the four-stage converging gear, and a five-stage diverter gear meshing with the five-stage converging gear, the hollow parallel shaft is sequentially provided with a second-stage parallel gear meshing with the second-stage converging gear, and a third-stage parallel gear meshing with the third-stage converging gear.

[0004] The above technical solution adopts dual-motor coaxial input, and can realize switching of more modes through four gears. However, since the parallel shaft and the hollow parallel shaft are coaxially arranged, the distances from the parallel shaft and the hollow parallel shaft to the intermediate shaft are equal. The relevant parameters of the converging gear and the diverging gear can only be designed based on this distance, thereby reducing the design space and resulting in poor design flexibility. Utility Model Content

[0005] One of the purposes of the utility model is to provide a gearbox to solve the technical problem that different coaxial arrangements of parallel shafts in the prior art gearboxes result in equal distances from the parallel shafts to the intermediate shaft, thereby reducing the design space and causing poor design flexibility.

[0006] Another object of the present invention is to provide a vehicle power system to solve the above technical problems.

[0007] In order to achieve the above-mentioned purpose, the technical solution of the gearbox provided by the utility model is:

[0008] A gearbox comprises a shell, in which a hollow second input shaft and a first input shaft passing through the second input shaft and rotatably cooperating with the second input shaft are arranged, the first input shaft is connected to an output shaft via a shift synchronizer, and converging gears are arranged on the first input shaft, the second input shaft and the output shaft; the gearbox and the vehicle power system also comprise parallel shafts parallel to the output shaft, at least two parallel shafts are respectively provided with diverter gears meshing with different converging gears, each parallel shaft is a solid shaft arranged non-coaxially, and the diverter gears on the parallel shafts provided with different diverter gears are staggered with each other.

[0009] As a further improvement, the parallel shafts are arranged in pairs, and the two parallel shafts in the same pair are provided with splitter gears meshing with the same converging gear, and the two parallel shafts in the same pair are arranged symmetrically about the output shaft.

[0010] As a further improvement, a power take-off is provided on the housing, and the power take-off is transmission-connected to one of the parallel shafts.

[0011] The beneficial effect of the gearbox provided by the utility model is that the gearbox is an improvement on the prior art. The gearbox makes the distances from the parallel shafts of different diverter gears to the output shaft unequal by setting all parallel shafts as non-coaxial solid shafts, so that the designer can design a suitable transmission ratio according to actual needs, providing a larger selection space for the design of relevant parameters of the converging gear and the diverter gear, making the design more flexible.

[0012] A vehicle power system includes a gearbox and at least two power sources, the gearbox includes a housing, a hollow second input shaft and a first input shaft inserted in the second input shaft and rotatably matched with the second input shaft are arranged in the housing, the first input shaft is connected to the output shaft through a shift synchronizer, the first input shaft, the second input shaft and the output shaft are all provided with converging gears, and the two power sources are respectively transmission-matched with the first input shaft and the second input shaft; the gearbox and the vehicle power system also include parallel shafts parallel to the output shaft, at least two parallel shafts are respectively provided with diverter gears meshing with different converging gears, each parallel shaft is a solid shaft arranged non-coaxially, and the diverter gears on the parallel shafts provided with different diverter gears are staggered with each other.

[0013] As a further improvement, the parallel shafts are arranged in pairs, and the two parallel shafts in the same pair are provided with splitter gears meshing with the same converging gear, and the two parallel shafts in the same pair are arranged symmetrically about the output shaft.

[0014] As a further improvement, a power take-off is provided on the housing, and the power take-off is transmission-connected to one of the parallel shafts.

[0015] As a further improvement, the power source connected to the first input shaft is a first motor, and the power source connected to the second input shaft is a second motor. The first motor and the second motor are coaxially arranged, and the casings of the first motor and the second motor are an integrated casing and are fixedly connected to the casing of the gearbox.

[0016] As a further improvement, the power source drivingly connected to the first input shaft is the first motor, the power source drivingly connected to the second input shaft is the second motor, and the first motor and the first input shaft are connected via a clutch.

[0017] As a further improvement, the power source connected to the first input shaft is the engine and the first motor coaxially connected to the engine, the power source connected to the second input shaft is the second motor, and the engine and the first motor are connected via a clutch or the first motor and the first input shaft are connected via a clutch.

[0018] As a further improvement, the engine is also drivingly connected to an ISG motor.

[0019] The beneficial effect of the vehicle power system provided by the utility model is that the vehicle power system is an improvement on the prior art. The gearbox in the vehicle power system makes the distances from the parallel shafts of different splitter gears to the output shaft unequal by setting all parallel shafts as non-coaxial solid shafts, so that the designer can design a suitable transmission ratio according to actual needs, providing a larger selection space for the design of the relevant parameters of the converging gear and the splitter gear, making the design more flexible. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the vehicle power system in the utility model;

[0021] Figure 2 It is a cross-sectional view of the vehicle power system in the utility model;

[0022] Figure 3 This is a schematic diagram of the structure of the vehicle power system in the present utility model without an ISG motor;

[0023] Figure 4 It is a structural schematic diagram of a vehicle power system in the present utility model in which an ISG motor is not provided and the first motor and the second motor are provided separately;

[0024] Figure 5 This is a schematic diagram of the structure of the vehicle power system in the present invention without an engine and an ISG motor.

[0025] Description of reference numerals:

[0026] 1. Housing; 2. First input shaft; 3. Second input shaft; 4. Output shaft; 5. First-stage converging gear; 6. Second-stage converging gear; 7. Third-stage converging gear; 8. Fourth-stage converging gear; 9. Fifth-stage converging gear; 10. First-stage diverter gear; 11. Second-stage diverter gear; 12. Third-stage diverter gear; 13. Fourth-stage diverter gear; 14. Fifth-stage diverter gear; 15. First shift synchronizer; 16. Second shift synchronizer; 17. Third shift synchronizer; 18. First parallel shaft; 19. Second parallel shaft; 20. First motor; 21. Second motor; 23. Engine; 24. ISG motor; 25. Clutch; 26. Power take-off. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with the embodiments.

[0028] Specific embodiments of the vehicle power system provided by the utility model:

[0029] A vehicle power system includes a gearbox and two power sources.

[0030] See attached Figure 1 The gearbox includes a housing 1, on which a hollow second input shaft 3 is rotatably provided, a first input shaft 2 rotatably matched with the second input shaft 3 is passed through the second input shaft 3, one end of the second input shaft 3 located in the housing 1 is connected with a primary converging gear 5, one end of the first input shaft 2 located in the housing 1 protrudes from the second input shaft 3 and is connected with a secondary converging gear 6, a first shift synchronizer 15 is provided on the first input shaft 2, and the first shift synchronizer 15 has two shift positions, when the first shift synchronizer 15 is located in the left position as shown in the figure, the first input shaft 2 can be connected to the primary converging gear 5 on the second input shaft 3 through the first shift synchronizer 15, and the transmission connection between the first input shaft 2 and the second input shaft 3 can be disconnected when the first shift synchronizer 15 is located in the right position as shown in the figure.

[0031] An output shaft 4 is also rotatably arranged in the gearbox, and the output shaft 4 is coaxial with the first input shaft 2. A third-stage converging gear 7, a fourth-stage converging gear 8 and a fifth-stage converging gear 9 which can rotate relative to the output shaft 4 are sequentially arranged from one end close to the first input shaft 2 to the end far from the first input shaft 2.

[0032] A second shift synchronizer 16 is provided at one end of the output shaft 4 close to the first input shaft 2. The second shift synchronizer 16 has three shift positions, namely, when it is on the left, the output shaft 4 is transmission connected to the secondary converging gear 6, when it is on the right, the output shaft 4 is transmission connected to the tertiary converging gear 7, and when it is in the middle, the output shaft 4 is disconnected from both the first input shaft 2 and the tertiary converging gear 7.

[0033] A third gear shift synchronizer 17 is also provided on the output shaft 4, and the third gear shift synchronizer 17 is located between the fourth-stage converging gear 8 and the fifth-stage converging gear 9. The third gear shift synchronizer 17 also has three gear shift positions, namely, when it is on the left, the output shaft 4 is transmission connected to the fourth-stage converging gear 8, when it is on the right, the output shaft 4 is transmission connected to the fifth-stage converging gear 9, and when it is in the center, the output shaft 4 is disconnected from both the fourth-stage converging gear 8 and the fifth-stage converging gear 9.

[0034] See attached Figure 1 and attached Figure 2 , there are also four parallel shafts rotatably arranged in the housing 1 of the gearbox. The four parallel shafts are arranged in pairs, and the two parallel shafts in the same pair are symmetrically arranged about the output shaft 4 to ensure that the first input shaft 2 and the second input shaft 3 are subjected to balanced forces. The two parallel shafts in one pair are the first parallel shafts 18, on which the first-stage diverter gear 10 meshing with the first-stage converging gear 5, the fourth-stage diverter gear 13 meshing with the fourth-stage converging gear 8, and the fifth-stage diverter gear 14 meshing with the fifth-stage converging gear 9 are fixedly arranged; the two parallel shafts in the other pair are the second parallel shafts 19, on which the second-stage diverter gear 11 meshing with the second-stage converging gear 6, and the third-stage diverter gear 12 meshing with the third-stage converging gear 7 are fixedly arranged. The two ends of the first parallel shaft 18 extend to the end wall of the housing 1 and are rotatably matched with the housing, and the two ends of the second parallel shaft 19 extend to the end wall of the housing 1 and are rotatably matched with the housing. In order to facilitate the display of the first parallel shaft 18 and the second parallel shaft 19 in one figure, the attached Figure 1 The two ends of the second parallel axis 19 in FIG. 1 are not drawn to the end wall of the housing 1 .

[0035] The power source drivingly connected to the first input shaft 2 is the engine 23 and the first motor 20 , and the power source drivingly connected to the second input shaft 3 is the second motor 21 .

[0036] The housings of the first motor 20 and the second motor 21 are an integrated housing. The first motor 20 and the second motor 21 are coaxially arranged and integrated in the housing to improve the compactness of the structure. The engine 23 is coaxially arranged with an ISG motor 24, and a clutch 25 is arranged for transmission between the ISG motor 24 and the main shaft of the first motor 20.

[0037] A power take-off 26 is provided on the side of the housing 1 of the gearbox facing away from the first motor 20 and the second motor 21 , and the power take-off 26 is drivingly connected to one of the parallel shafts.

[0038] The parallel shafts of the gearbox in the vehicle power system are all solid shafts arranged non-coaxially, so the distances from different pairs of parallel shafts to the output shaft 4 may not be equal, which provides a larger selection space for the design of relevant parameters of the converging gear and the diverging gear, makes the design more flexible, and enables designers to design appropriate transmission ratios according to actual needs.

[0039] In the prior art, parallel shafts that are not in the same pair are nested, so needle bearings are needed to reduce rotational friction. Needle bearings are not easy to bear axial loads, so the corresponding gears are generally designed as spur gears. In the vehicle power system of the utility model, since each parallel shaft is a solid shaft arranged non-coaxially, a tapered bearing can be used between each parallel shaft and the housing 1. The tapered bearing can bear axial loads, so the gear can be designed as a helical gear, and the lubrication reliability of the tapered bearing is also good.

[0040] In addition, when the torque is large, setting each parallel shaft as a solid shaft in a non-coaxial arrangement can also ensure that each parallel shaft has sufficient strength and rigidity to meet special needs.

[0041] In the gearbox of the vehicle power system, the first-stage converging gear 5 and the second-stage converging gear 6 are both input gears for inputting the power of the driving source into the gearbox; the third-stage converging gear 7, the fourth-stage converging gear 8 and the fifth-stage converging gear 9 are all output gears for transmitting power to the output shaft 4, and the third-stage converging gear 7, the fourth-stage converging gear 8 and the fifth-stage converging gear 9 are respectively connected to the output shaft 4 in a transmission manner, corresponding to the second gear, the first gear and the third gear output respectively; the first-stage diverter gear 10, the second-stage diverter gear 11, the third-stage diverter gear 12, the fourth-stage diverter gear 13 and the fifth-stage diverter gear 14 are all transmission gears for transmitting power between the input gear and the output gear; when the first input shaft 2 is directly connected to the output shaft 4, it corresponds to the fourth gear output.

[0042] The vehicle power system has a total of 26 power output modes, each of which is described in detail below. For ease of description, the position of the shift synchronizer is described in the left and right directions of the accompanying drawing.

[0043] When the clutch 25 between the engine 23 and the first motor 20 is disconnected, the pure electric mode can be realized. The power output modes in this mode are:

[0044] (1) The first shift synchronizer 15 is on the left and combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the left and combined with the fourth-stage converging gear 8. At this time, it is a dual-motor first-speed driving mode;

[0045] (2) The first shift synchronizer 15 is located on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is located in the middle, and the third shift synchronizer 17 is located on the left and combined with the fourth-stage converging gear 8. At this time, the second motor 21 is in the single-motor first-gear driving mode;

[0046] (3) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the right and combined with the third-stage converging gear 7, and the third shift synchronizer 17 is on the left and combined with the fourth-stage converging gear 8. At this time, the first motor 20 is in the second gear and the second motor 21 is in the first gear hybrid driving mode;

[0047] (4) The first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is on the right and is combined with the third-stage converging gear 7, and the third shift synchronizer 17 is in the center. At this time, the first motor 20 and the second motor 21 are both in the second gear driving mode;

[0048] (5) The first shift synchronizer 15 is located on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is located on the right and combined with the third-stage converging gear 7, and the third shift synchronizer 17 is located in the middle. At this time, the first motor 20 is in the second-speed single-motor driving mode;

[0049] (6) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the right and combined with the third-stage converging gear 7, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the first motor 20 is in the second gear and the second motor 21 is in the third gear hybrid driving mode;

[0050] (7) The first shift synchronizer 15 is on the left and combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the first motor 20 and the second motor 21 are in the third-speed driving mode;

[0051] (8) The first shift synchronizer 15 is located on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is located in the middle, and the third shift synchronizer 17 is located on the right and combined with the fifth-stage converging gear 9. At this time, the second motor 21 is in a single-motor three-speed driving mode;

[0052] (9) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the left and combined with the second-stage converging gear 6, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the first motor 20 is in the fourth gear and the second motor 21 is in the third gear hybrid driving mode;

[0053] (10) The first shift synchronizer 15 is on the left and is combined with the primary converging gear 5, the second shift synchronizer 16 is on the left and is combined with the secondary converging gear 6, and the third shift synchronizer 17 is in the center. At this time, the first motor 20 and the second motor 21 are in a four-speed hybrid drive mode;

[0054] (11) The first shift synchronizer 15 is located on the right and separated from the primary converging gear 5, the second shift synchronizer 16 is located on the left and combined with the secondary converging gear 6, and the third shift synchronizer 17 is located in the center. At this time, the first motor 20 is in a single motor four-speed driving mode;

[0055] When the clutch 25 between the engine 23 and the first motor 20 is combined, the hybrid mode can be realized, and the power output modes in this mode are as follows:

[0056] (12) The first shift synchronizer 15 is on the left and combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the left and combined with the fourth-stage converging gear 8. At this time, the engine 23 and the first motor 20 and the second motor 21 are in the first gear drive mode;

[0057] (13) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the right and combined with the third-stage converging gear 7, and the third shift synchronizer 17 is on the left and combined with the fourth-stage converging gear 8. At this time, the engine 23 and the first motor 20 are in the second gear and the second motor 21 is in the first gear hybrid driving mode;

[0058] (14) The first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is on the right and is combined with the third-stage converging gear 7, and the third shift synchronizer 17 is in the center. At this time, the engine 23, the first motor 20 and the second motor 21 are in the second gear driving mode;

[0059] (15) The first shift synchronizer 15 is positioned to the right and is separated from the first-stage converging gear 5, the second shift synchronizer 16 is positioned to the right and is engaged with the third-stage converging gear 7, and the third shift synchronizer 17 is positioned in the center. At this time, the engine 23 and the first motor 20 are in the second-speed driving mode;

[0060] (16) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the right and combined with the third-stage converging gear 7, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the engine 23 and the first motor 20 are in the second gear and the second motor 21 is in the third gear hybrid driving mode;

[0061] (17) The first shift synchronizer 15 is on the left and combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the engine 23, the first motor 20 and the second motor 21 are in the third-speed driving mode;

[0062] (18) The first shift synchronizer 15 is on the right and separated from the first-stage converging gear 5, the second shift synchronizer 16 is on the left and combined with the second-stage converging gear 6, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the engine 23 and the first motor 20 are in the fourth gear and the second motor 21 is in the third gear hybrid driving mode;

[0063] (19) The first shift synchronizer 15 is on the left and is combined with the primary converging gear 5, the second shift synchronizer 16 is on the left and is combined with the secondary converging gear 6, and the third shift synchronizer 17 is in the center. At this time, the engine 23, the first motor 20 and the second motor 21 are in a four-speed hybrid drive mode;

[0064] (20) The first shift synchronizer 15 is on the right and separated from the primary converging gear 5, the second shift synchronizer 16 is on the left and combined with the secondary converging gear 6, and the third shift synchronizer 17 is in the center. At this time, the engine 23 and the first motor 20 are in a single motor four-speed driving mode;

[0065] (21) The first motor 20 is not working, the first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the left and is combined with the fourth-stage converging gear 8. At this time, the engine 23 and the second motor 21 are in the hybrid driving mode of the first gear;

[0066] (22) The first motor 20 is not working, the first shift synchronizer 15 is on the left and combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the right and combined with the fifth-stage converging gear 9. At this time, the engine 23 and the second motor 21 are in a three-speed hybrid driving mode;

[0067] When the first motor 20 and the second motor 21 are both not working and the clutch 25 between the engine 23 and the first motor 20 is combined, the engine 23 direct drive mode can be realized. The power output modes in this mode are:

[0068] (23) The first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the left and is combined with the fourth-stage converging gear 8. At this time, the engine 23 is in the first gear driving mode;

[0069] (24) The first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is on the right and is combined with the third-stage converging gear 7, and the third shift synchronizer 17 is in the center. At this time, the engine 23 is in the second gear driving mode;

[0070] (25) The first shift synchronizer 15 is on the left and is combined with the first-stage converging gear 5, the second shift synchronizer 16 is in the middle, and the third shift synchronizer 17 is on the right and is combined with the fifth-stage converging gear 9. At this time, the engine 23 is in the third-speed driving mode;

[0071] (26) The first shift synchronizer 15 is on the left and is combined with the primary converging gear 5, the second shift synchronizer 16 is on the left and is combined with the secondary converging gear 6, and the third shift synchronizer 17 is in the center. At this time, the engine 23 is in the four-speed hybrid drive mode.

[0072] In addition, the clutch 25 between the engine 23 and the first motor 20 is disconnected, and the first motor 20 and the second motor 21 are not working, and only the engine 23 is working, so that the parking power generation mode can be realized; the first shift synchronizer 15, the second shift synchronizer 16 and the third shift synchronizer 17 of the gearbox are all in neutral, and the clutch 25 of the power take-off 26 is combined with the corresponding parallel shaft, and the first motor 20, the second motor 21 or the engine 23 is working, so the parking power take-off can be realized.

[0073] In other embodiments, the ISG motor 24 may not be provided. Figure 3 and attached Figure 4 The output shaft 4 of the engine 23 is directly connected to the main shaft of the first motor 20 or connected through a clutch 25.

[0074] In other embodiments, the first motor 20 and the second motor 21 are separately arranged. Figure 4 The first input shaft 2 passes through the second motor 21, and a clutch 25 is arranged between the first motor 20 and the main shaft. In this embodiment, disconnecting the clutch 25 between the main shaft of the first motor 20 and the first input shaft 2 will make it impossible for the engine 23 and the first motor 20 to provide power input to the gearbox.

[0075] In other embodiments, the engine 23 and the ISG motor 24 may not be provided. Figure 5 The vehicle power system in this embodiment is provided with pure electric input power by the first motor 20 and the second motor 21. In this embodiment, the first motor 20 and the second motor 21 can also be provided separately, the first input shaft 2 passes through the second motor 21, and a clutch 25 is provided between the first input shaft 2 and the main shaft of the first motor 20.

[0076] In other embodiments, the power take-off 26 may not be provided.

[0077] In other embodiments, the parallel axes may be provided individually and not in pairs.

[0078] The specific embodiment of the gearbox provided by the utility model:

[0079] The gearbox is the gearbox in the above-mentioned gearbox embodiment, and will not be described in detail here.

[0080] Finally, it should be noted that the above is only a preferred embodiment of the utility model and is not intended to limit the utility model. Although the utility model is described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions recorded in the above embodiments without creative work, or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A gearbox, comprising a housing, a hollow second input shaft and a first input shaft passing through the second input shaft and rotatingly cooperating with the second input shaft are arranged in the housing, the first input shaft is connected to an output shaft through a shift synchronizer, and the first input shaft, the second input shaft and the output shaft are all provided with converging gears; the gearbox and the vehicle power system also include parallel shafts parallel to the output shaft, at least two parallel shafts are respectively provided with splitter gears meshing with different converging gears, wherein: Each parallel shaft is a solid shaft arranged non-coaxially, and the flow-dividing gears on the parallel shafts provided with different flow-dividing gears are staggered with each other.

2. The gearbox according to claim 1, characterized in that: The parallel shafts are arranged in pairs, and the two parallel shafts in the same pair are provided with splitter gears meshing with the same converging gear, and the two parallel shafts in the same pair are arranged symmetrically about the output shaft.

3. The gearbox according to claim 1 or 2, characterized in that: A power take-off is arranged on the shell, and the power take-off is transmission-connected to one of the parallel shafts.

4. A vehicle power system, comprising a gearbox and at least two power sources, the gearbox comprising a housing, a hollow second input shaft and a first input shaft passing through the second input shaft and rotatingly cooperating with the second input shaft are arranged in the housing, the first input shaft is connected to the output shaft through a shift synchronizer, the first input shaft, the second input shaft and the output shaft are all provided with converging gears, and the two power sources are respectively in transmission cooperation with the first input shaft and the second input shaft; the gearbox and the vehicle power system also include parallel shafts parallel to the output shaft, at least two parallel shafts are respectively provided with diverter gears meshing with different converging gears, and the characteristic is that, Each parallel shaft is a solid shaft arranged non-coaxially, and the flow-dividing gears on the parallel shafts provided with different flow-dividing gears are staggered with each other.

5. The vehicle power system according to claim 4, characterized in that: The parallel shafts are arranged in pairs, and the two parallel shafts in the same pair are provided with splitter gears meshing with the same converging gear, and the two parallel shafts in the same pair are arranged symmetrically about the output shaft.

6. The vehicle power system according to claim 4 or 5, characterized in that: A power take-off is arranged on the shell, and the power take-off is transmission-connected to one of the parallel shafts.

7. The vehicle power system according to claim 4 or 5, characterized in that: The power source drivingly connected to the first input shaft is the first motor, and the power source drivingly connected to the second input shaft is the second motor. The first motor and the second motor are coaxially arranged, and the housings of the first motor and the second motor are an integrated housing and fixedly connected to the housing of the gearbox.

8. The vehicle power system according to claim 4 or 5, characterized in that: The power source drivingly connected to the first input shaft is the first motor, the power source drivingly connected to the second input shaft is the second motor, and the first motor and the first input shaft are connected via a clutch.

9. The vehicle power system according to claim 4 or 5, characterized in that: The power source connected to the first input shaft is the engine and the first motor connected to the engine coaxially, the power source connected to the second input shaft is the second motor, the engine is connected to the first motor via a clutch or the first motor is connected to the first input shaft via a clutch.

10. The vehicle power system according to claim 8, characterized in that: The engine is also transmission-connected to an ISG motor.

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