Speed conversion device, power assembly and vehicle

Abstract

The utility model provides a speed conversion device, a power assembly and a vehicle, according to the speed conversion device, an input shaft comprises a first half shaft and a second half shaft, and a planet carrier of a planetary gear train is connected with the first half shaft; a sun gear of the planetary gear train is connected with the second half shaft; a hollow shaft is sleeved on the second half shaft; a gear ring of the planetary gear train is connected with the hollow shaft; the hollow shaft is provided with a first meshing gear, a shell of the speed conversion device is provided with a second meshing gear, the second half shaft is sleeved with the second meshing gear in an empty mode, the second half shaft is provided with a first synchronizer, the first synchronizer can be selectively connected with the first meshing gear, and the first synchronizer can be selectively connected with the second meshing gear. A force transmission assembly is arranged between the hollow shaft and the output shaft. The speed conversion device can solve the problems that the speed conversion device is inconvenient to arrange on a vehicle and few gear modes can be realized, and is favorable for improving the driving comfort.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and particularly relates to a speed conversion device. At the same time, the utility model also relates to a power assembly provided with the above speed conversion device, and a vehicle provided with the power assembly. Background Art

[0002] The transmission is an important part of an automobile. Its main function is to transmit the power of the engine to the driving wheels at different speeds, so as to realize the acceleration, deceleration and reverse of the automobile. By changing the gear ratio, the transmission can help the driver obtain the best speed and power output under different road conditions and driving conditions. In addition, the transmission can also realize the functions of reverse driving and interrupting power transmission, which are crucial for the normal driving and safety of the vehicle.

[0003] At present, in the existing vehicle power system, in order to improve the load-bearing capacity and make the power transmission more stable, a planetary gear train is also added to the transmission for power transmission. However, the overall structure of the existing transmission is relatively large, occupies a large space, is not convenient to be arranged on the vehicle, has fewer available gear modes, and has a poor driving experience. Summary of the Utility Model

[0004] In view of this, the utility model aims to provide a speed conversion device to make its overall structure more compact, occupy less space and be conducive to improving the driving comfort.

[0005] To achieve the above object, the technical solution of the utility model is realized as follows:

[0006] A speed conversion device includes an input shaft, a planetary gear train and an output shaft;

[0007] The input shaft includes a first half shaft and a second half shaft. The planet carrier of the planetary gear train is connected to the first half shaft; the sun gear of the planetary gear train is connected to the second half shaft; a hollow shaft is sleeved on the second half shaft, and the ring gear of the planetary gear train is connected to the hollow shaft;

[0008] A first meshing gear is arranged on the hollow shaft, a second meshing gear is arranged on the housing of the speed conversion device, the second meshing gear is sleeved on the second half shaft, a first synchronizer is arranged on the second half shaft, the first synchronizer can selectively connect the first meshing gear, and the first synchronizer can selectively connect the second meshing gear;

[0009] A power transmission component is arranged between the hollow shaft and the output shaft.

[0010] Further, the force transmission assembly includes a driving gear sleeved on the hollow shaft, a driven gear fixed on the output shaft, and a second synchronizer arranged on the hollow shaft. The driving gear and the driven gear are meshed and connected, and the second synchronizer selectively connects the driving gear.

[0011] Further, the force transmission assembly includes a driving gear fixed on the hollow shaft and a driven gear fixed on the output shaft. The driving gear and the driven gear are meshed and connected.

[0012] Further, an output gear is arranged on the output shaft. The output gear is used for driving connection with a differential. The output gear is arranged at one end of the output shaft close to the first half shaft.

[0013] Compared with the prior art, the present utility model has the following advantages:

[0014] The speed conversion device described in the present utility model can be used as a power transmission mechanism of a transmission. The overall structure of the speed conversion device is compact, occupies a small space, and is more convenient to be arranged on a vehicle. The input shaft is divided into a first half shaft and a second half shaft, which is convenient for the arrangement of the planetary gear train. The power on the planetary gear train is transmitted from the hollow shaft on the second half shaft to the output shaft through the force transmission assembly, making the overall arrangement more convenient.

[0015] The first meshing gear and the second meshing gear are provided. By engaging the first meshing gear through the first synchronizer on the second half shaft, the sun gear and the ring gear can rotate synchronously. By engaging the second meshing gear through the first synchronizer, the sun gear can be braked to make the rotational speed of the sun gear 0. When the power is transmitted from the first half shaft through the planetary gear train to the second half shaft, by controlling the first synchronizer to engage the first meshing gear or the second meshing gear, it is convenient to adjust the output speed, and further it can be applied to a transmission for gear shifting. When the speed conversion device is applied to a transmission, the planetary gear train cooperates with the shifting assembly, and the structure is simple. Two gears can be realized, which can increase the gear modes of the speed conversion device. At the same time, the first synchronizer is used to realize gear shifting, and the gear shifting is convenient. When applied to a vehicle, it is beneficial to increase the driving comfort.

[0016] Secondly, the force transmission assembly includes a driving gear, a driven gear and a second synchronizer. When the second synchronizer is disconnected from the driving gear, the power between the hollow shaft and the output shaft is interrupted, and the two do not affect each other. When arranging multiple power sources, it is convenient to realize multiple driving modes. When the second synchronizer is engaged with the driving gear, the power on the hollow shaft can be transmitted to the output shaft through the driving gear and the driven gear. When arranging multiple power sources, multiple power sources can jointly drive the vehicle to travel, improving the power performance of the vehicle.

[0017] Furthermore, the force transmission component is set as a driving gear fixedly arranged on the hollow shaft and a driven gear fixedly arranged on the output shaft, so that the power transmitted to the hollow shaft is continuously transmitted to the output shaft. The structure is simple and the cost is relatively low. An output gear is provided, so that the power transmitted to the output shaft in each gear can be transmitted outward through the output gear, which is convenient for the overall layout.

[0018] In addition, another object of the present invention is to provide a power composition, including a power source and the speed conversion device as described above;

[0019] The power output end of the power source is in transmission connection with the speed conversion device.

[0020] Further, the power source includes an engine;

[0021] The power output end of the engine is directly connected to the first half shaft; or, the power output end of the engine is connected to the first half shaft through a clutch.

[0022] Further, the power source further includes a first motor, and the power output end of the first motor is directly connected to the second half shaft;

[0023] The engine and the first motor are respectively arranged at both ends of the input shaft.

[0024] Further, the power source further includes a second motor, and the motor shaft of the second motor is connected to the output shaft.

[0025] Further, a motor gear is sleeved on the motor shaft, and a third synchronizer is arranged on the motor shaft, and the third synchronizer selectively connects the motor gear;

[0026] The motor gear is meshed and connected with a driven gear on the output shaft.

[0027] For the power assembly of the present invention, by applying the speed conversion device as above, on the basis of a compact structure and a small occupied space, it is convenient to realize multiple gears, the gear shifting is smooth, it is convenient to be arranged on a vehicle, and it will increase the comfort of the driver during driving.

[0028] As for making the power source include an engine and directly connecting the power output ends of the first half shaft and the engine, the power of the engine can be directly transmitted to the first half shaft. This structure without a clutch has the beneficial effects of better weight reduction and cost reduction. And setting a clutch between the power output ends of the first half shaft and the engine enables the power between the power output ends of the first half shaft and the engine to be engaged or disengaged as needed. When disengaged, it is convenient for gear shifting.

[0029] A first motor is provided, and the power output end of the first motor is connected to the second half shaft, forming a structure in which the power output end of the first motor is drivingly connected to the sun gear, so that the power of the first motor can be transmitted to the hollow shaft through the sun gear, facilitating the output of power and enabling the vehicle to be driven by the first motor. The engine and the first motor are disposed at both ends of the input shaft, facilitating the realization of modes such as series connection, power splitting, and direct drive. The engine can operate to charge the first motor, which is beneficial for saving energy. The first motor can also be used as the starting motor of the engine, eliminating the need for a separately matched starting motor for the engine and saving costs. At the same time, the engine and the first motor can also jointly output power, enabling the powertrain to have a hybrid drive mode.

[0030] In addition, a second motor is provided. When the second clutch is disengaged, the second motor can output power independently, enabling the powertrain to have a pure electric drive mode. Moreover, during the charging of the first motor by the engine and during the starting of the engine by the first motor, there is no need to back-drag the second motor, which is beneficial for better energy conservation.

[0031] Furthermore, a motor gear and a third synchronizer are provided on the motor shaft. When the third synchronizer is disengaged from the motor gear, there is no need to back-drag the second motor during the charging of the first motor by the engine and when the first motor serves as the starting motor of the engine, which is beneficial for energy conservation. When the third synchronizer is engaged with the motor gear, the second motor can cooperate with the engine and / or the first motor to increase the power performance of the vehicle.

[0032] In addition, the present utility model also provides a vehicle, which includes the powertrain as described above and further includes a third motor;

[0033] The powertrain is drivingly connected to one of the drive axles of the vehicle, and the third motor is drivingly connected to the other drive axle of the vehicle.

[0034] The vehicle according to the present utility model has the same beneficial effects as the above-mentioned powertrain, and will not be elaborated herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings that form a part of the present utility model are used to provide a further understanding of the present utility model. The schematic embodiments and descriptions thereof of the present utility model are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0036] Figure 1 is a schematic structural diagram of the speed conversion device according to Embodiment 1 of the present utility model;

[0037] Figure 2 is another schematic structural diagram of the speed conversion device according to Embodiment 1 of the present utility model;

[0038] Description of the reference numerals:

[0039] 1. Input shaft; 2. Output shaft; 3. Hollow shaft; 5. First synchronizer; 6. Second synchronizer; 7. Third synchronizer; 10. Clutch;

[0040] 101. First half shaft; 102. Second half shaft; 1021. Second meshing gear;

[0041] 301. Driving gear; 302. First meshing gear;

[0042] 201. Driven gear; 202. Output gear;

[0043] 401. Sun gear; 402. Planet gear; 403. Planet carrier; 404. Ring gear;

[0044] 11. Engine; 22. First motor; 33. Second motor; 44. Differential;

[0045] 3301. Motor gear; 4401. Input ring gear. Detailed implementation manners

[0046] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments may be combined with each other.

[0047] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "back", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0048] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installed", "connected", "connected to", "connecting member" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with the specific circumstances.

[0049] The present utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0050] Embodiment 1

[0051] This embodiment relates to a speed conversion device, which can solve the problems of inconvenient arrangement on a vehicle and few achievable gear modes, and is beneficial to increasing driving comfort. In terms of the overall structure, in combination with Figure 1 As shown in

[0052] The speed conversion device of this embodiment includes an input shaft 1, a planetary gear train, and an output shaft 2. Among them, the input shaft 1 includes a first half shaft 101 and a second half shaft 102. The planet carrier 403 of the planetary gear train is connected to the first half shaft 101, the sun gear 401 of the planetary gear train is connected to the second half shaft 102, a hollow shaft 3 is sleeved on the second half shaft 102, and the ring gear 404 of the planetary gear train is connected to the hollow shaft 3.

[0053] Moreover, a first meshing gear 302 is provided on the hollow shaft 3, a second meshing gear 1021 is provided on the housing of the speed conversion device, the second meshing gear 1021 is sleeved on the second half shaft 102, a first synchronizer 5 is provided on the second half shaft 102, the first synchronizer 5 can selectively connect the first meshing gear 302, and the first synchronizer 5 can selectively connect the second meshing gear 1021. At the same time, a power transmission component is provided between the hollow shaft 3 and the output shaft 2.

[0054] At this time, with the above settings, the overall structure is compact, occupies a small space, and is more convenient to arrange on a vehicle. The input shaft 1 is divided into a first half shaft 101 and a second half shaft 102, which is convenient for the arrangement of the planetary gear train. The power on the planetary gear train is transmitted from the hollow shaft 3 on the second half shaft 102 to the output shaft 2 through the power transmission component, making the overall arrangement more convenient.

[0055] By setting the first meshing gear 302 and the second meshing gear 1021, and engaging the first meshing gear 302 through the first synchronizer 5 on the second half shaft 102, the sun gear 401 and the ring gear 404 can be synchronously rotated. And by engaging the second meshing gear 1021 through the first synchronizer 5, the sun gear 401 can be braked so that the rotational speed of the sun gear 401 is 0. When the power is transmitted from the first half shaft 101 through the planetary gear train to the second half shaft 102, two gears can be achieved, which is beneficial to increasing the gear modes of the speed conversion device. At the same time, the first synchronizer 5 can also achieve gear shifting, and the gear shifting is convenient. When applied to a vehicle, it is beneficial to increasing driving comfort.

[0056] In the above structure, the example is given where the first synchronizer 5 has two positions along the axial direction of the second half shaft 102, that is, the first synchronizer is either in the first position meshed and connected with the first meshing gear 302, or in the second position meshed and connected with the second meshing gear 1021. The first synchronizer 5 can adopt an existing two-way synchronizer. In addition to having the first position meshed and connected with the first meshing gear 302 and the second position meshed and connected with the second meshing gear 1021, it can also be between the first meshing gear 302 and the second meshing gear 1021, that is, the first synchronizer 5 is disconnected from both the first meshing gear 302 and the second meshing gear 1021.

[0057] Based on the above overall introduction, in this embodiment, as a preferred implementation form, as Figure 1 shown, the force transmission component includes a driving gear 301 sleeved on the hollow shaft 3, a driven gear 201 fixed on the output shaft 2, and a second synchronizer 6 arranged on the hollow shaft 3. The driving gear 301 and the driven gear 201 are meshed and connected, and the second synchronizer 6 selectively connects the driving gear 301.

[0058] It can be understood that when the force transmission component includes the driving gear 301, the driven gear 201 and the second synchronizer 6, when the second synchronizer 6 is disconnected from the driving gear 301, the power between the hollow shaft 3 and the output shaft 2 is interrupted and they do not affect each other. When arranging multiple power sources, it is convenient to implement multiple driving modes. When the second synchronizer 6 is engaged with the driving gear 301, the power on the hollow shaft 3 can be transmitted to the output shaft 2 through the driving gear 301 and the driven gear 201. When arranging multiple power sources, multiple power sources can jointly drive the vehicle to travel, improving the power performance of the vehicle.

[0059] During specific implementation, the second synchronizer 6 in this embodiment is arranged on the hollow shaft 3. The power is transmitted to the planet carrier 403 through the first half shaft 101. The sun gear 401 rotates with the planet gears 402 on the planet carrier 403, and the planet gears 402 can drive the ring gear 404 to rotate, thereby transmitting the power to the hollow shaft 3. At this time, after moving the second synchronizer 6 to the right to engage it with the driving gear 301, the power is further transmitted to the output shaft 2.

[0060] It is worth mentioning that the second synchronizer 6 and the third synchronizer 7 mentioned below can be one-way synchronizers.

[0061] Furthermore, in this embodiment, as another preferred implementation form, referring to Figure 2 shown, the force transmission component includes a driving gear 301 fixed on the hollow shaft 3 and a driven gear 201 fixed on the output shaft 2. The driving gear 301 and the driven gear 201 are meshed and connected.

[0062] Here, the force transmission component is set as the driving gear 301 fixedly arranged on the hollow shaft 3 and the driven gear 201 fixedly arranged on the output shaft 2, so that the power transmitted to the hollow shaft 3 is continuously transmitted to the output shaft 2. The structure is simple and the cost is relatively low.

[0063] Moreover, in this embodiment, as a preferred implementation form, as Figure 1 and Figure 2 shown, an output gear 202 is arranged on the output shaft 2. The output gear 202 is used for driving connection with the differential 44, and the output gear 202 is arranged at one end of the output shaft 2 close to the first half shaft 101.

[0064] The advantage of such a setting is that by arranging the output gear 202, the power transmitted to the output shaft 2 in each gear can be transmitted outward through the output gear 202, which is convenient for overall layout. During specific implementation, after the power is transmitted to the output shaft 2, through the meshing between the output gear 202 and the input gear ring 4401, the power is transmitted to the differential 44.

[0065] When the speed conversion device of this embodiment is in use, by engaging the first synchronizer 5 on the second half shaft 102 with the first meshing gear 302, the sun gear 401 and the gear ring 404 can be synchronously rotated, and by engaging the first synchronizer 5 with the second meshing gear 1021, the sun gear 401 can be braked to make the rotational speed of the sun gear 401 be 0. When the power is transmitted from the first half shaft 101 to the second half shaft 102 through the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the speed conversion device. At the same time, the first synchronizer 5 can also realize gear shifting, and the gear shifting is convenient. When applied to a vehicle, it is beneficial to increase the driving comfort.

[0066] Embodiment Two

[0067] This embodiment relates to a power assembly, which includes a power source and the speed conversion device in Embodiment One. Moreover, the power output end of the power source is in driving connection with the speed conversion device.

[0068] For the power assembly of the present utility model, by applying the speed conversion device in Embodiment One, on the basis of being structurally compact and occupying less space, it is convenient to realize multiple gears, the gear shifting is smooth, it is convenient to be arranged on a vehicle, and it will increase the driving comfort of the driver.

[0069] Secondly, in this embodiment, as a preferred implementation form, referring to Figure 1 shown, the power source includes an engine 11. Among them, the power output end of the engine 11 is directly connected to the first half shaft 101.

[0070] With this arrangement, the power source includes the engine 11, and the power output end of the first half shaft 101 is directly connected to the engine 11, enabling the power of the engine 11 to be directly transmitted to the first half shaft 101. This structure that does not require the clutch 10 has the beneficial effects of better weight reduction and cost reduction.

[0071] It is worth mentioning that in this embodiment, as another preferred implementation form, as Figure 2 shown, the power output end of the engine 11 is connected to the first half shaft 101 through the clutch 10. Here, the clutch 10 is provided between the power output end of the first half shaft 101 and the engine 11, enabling the power between the power output end of the first half shaft 101 and the engine 11 to be engaged or disengaged as needed. When disengaged, it is convenient for gear shifting.

[0072] In addition, as a preferred implementation form, as Figure 1 and Figure 2 shown, the power source of this embodiment further includes the first motor 22, and the power output end of the first motor 22 is directly connected to the second half shaft 102. At the same time, the engine 11 and the first motor 22 are respectively arranged at both ends of the input shaft 1.

[0073] Here, by setting the first motor 22, the power output end of the first motor 22 is connected to the second half shaft 102, forming a structure in which the power output end of the first motor 22 is in transmission connection with the sun gear 401, enabling the power of the first motor 22 to be transmitted to the hollow shaft 3 through the sun gear 401, thus facilitating power output and enabling the vehicle to be driven by the first motor 22 conveniently.

[0074] At the same time, by arranging the engine 11 and the first motor 22 at both ends of the input shaft 1, it is convenient to implement modes such as series connection, power splitting, and direct drive. The engine 11 can charge the first motor 22, which is beneficial for energy conservation. The first motor 22 can also be used as the starting motor of the engine 11, saving the cost of separately matching a starting motor for the engine 11. At the same time, the engine 11 and the first motor 22 can also jointly output power, enabling the power assembly to have a hybrid drive mode.

[0075] Specifically, in this embodiment, as a preferred implementation form, as Figure 1 shown, the power source further includes the second motor 33, and the motor shaft of the second motor 33 is connected to the output shaft 2. It should be understood that it is also possible to omit the second motor 33 as Figure 2 shown.

[0076] Thus, with the provision of the second motor 33, when the second synchronizer 6 is disengaged from the driving gear 301, the second motor 33 can output power independently, enabling the powertrain to have a pure electric drive mode. During the charging of the first motor 22 by the engine 11 and the starting of the engine 11 by the first motor 22, it is not necessary to back-drag the second motor 33, which is conducive to better energy conservation.

[0077] In addition, in this embodiment, as a preferred implementation form, referring to Figure 1 as shown in, a motor gear 3301 is sleeved on the motor shaft, and a third synchronizer 7 is provided on the motor shaft. The third synchronizer 7 selectively connects to the motor gear 3301. Moreover, the motor gear 3301 meshes with a driven gear on the output shaft 2.

[0078] By providing the motor gear 3301 and the third synchronizer 7 on the motor shaft, when the third synchronizer 7 is disengaged from the motor gear 3301, during the charging of the first motor 22 by the engine 11 and when the first motor 22 serves as the starting motor for the engine 11, it is not necessary to back-drag the second motor 33, which is conducive to energy conservation. When the third synchronizer 7 engages with the motor gear 3301, the second motor 33 can cooperate with the engine 11 or the first motor 22 independently, and the second motor 33 can also cooperate with the engine 11 and the first motor 22 together, which can enhance the power performance of the vehicle.

[0079] In the specific structure, the driven gear can be a gear for a gear position, such as the aforementioned driven gear 201, or it can be provided separately. That is, in addition to the driven gear 201 on the output shaft 2, a driven gear needs to be provided. It should be noted that in the preferred implementation, the driven gear is a gear for a gear position, with a simple structure, which can eliminate one gear and has a lower cost.

[0080] It still needs to be noted that when the driven gear is a gear for a gear position, the driven gear and the driving gear 301 meshing with the driven gear on the hollow shaft 3 are preferably sleeved on the hollow shaft 3, and a second synchronizer 6 for selectively connecting the driving gear 301 is provided on the hollow shaft 3, such as Figure 1 the structure shown in.

[0081] Embodiment III

[0082] This embodiment relates to a vehicle, which includes the powertrain in Embodiment II.

[0083] The vehicle in this embodiment has the technical advantages of the powertrain in Embodiment II, which will not be elaborated here.

[0084] As a preferred embodiment, the vehicle also includes a third motor. The powertrain of Example 2 is transmission-connected to one drive axle of the vehicle, and the third motor is transmission-connected to another drive axle of the vehicle. The drive axle mentioned here may also be any drive axle of the vehicle.

[0085] It should be noted here that the third motor can be a generator or an electric motor. Taking the vehicle as a four-wheel drive vehicle as an example, when the powertrain of Example 2 is drivingly connected to the front drive axle, for example, when the powertrain is drivingly connected to the front drive axle, the third motor is drivingly connected to the rear drive axle of the vehicle. The driving connection method can be a direct connection or a transmission connection to the rear drive axle through a power transmission component such as a gear train. The specific transmission connection method can refer to the structure in the prior art.

[0086] It should be understood that in other types of vehicles, the third motor may also be connected to the front drive axle of the vehicle, while the powertrain of the second embodiment is connected to the rear drive axle. It should also be noted that the third motor may be a wheel hub motor, and its installation method may refer to the prior art.

[0087] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A speed conversion device, characterized in that: It includes an input shaft (1), a planetary gear train and an output shaft (2); The input shaft (1) comprises a first half shaft (101) and a second half shaft (102); the planet carrier (403) of the planetary gear train is connected to the first half shaft (101); the sun gear (401) of the planetary gear train is connected to the second half shaft (102); a hollow shaft (3) is sleeved on the second half shaft (102), and the ring gear (404) of the planetary gear train is connected to the hollow shaft (3); The hollow shaft (3) is provided with a first meshing gear (302), the housing of the speed conversion device is provided with a second meshing gear (1021), the second meshing gear (1021) is loosely sleeved on the second half shaft (102), the second half shaft (102) is provided with a first synchronizer (5), the first synchronizer (5) can selectively connect to the first meshing gear (302), and the first synchronizer (5) can selectively connect to the second meshing gear (1021); A force transmission component is provided between the hollow shaft (3) and the output shaft (2).

2. The speed conversion device according to claim 1, characterized in that: The force transmission assembly comprises a driving gear (301) loosely sleeved on the hollow shaft (3), a driven gear (201) fixedly mounted on the output shaft (2), and a second synchronizer (6) arranged on the hollow shaft (3); the driving gear (301) and the driven gear (201) are meshed and connected, and the second synchronizer (6) is selectively connected to the driving gear (301).

3. The speed conversion device according to claim 1, characterized in that: The force transmission component comprises a driving gear (301) fixedly mounted on the hollow shaft (3), and a driven gear (201) fixedly mounted on the output shaft (2); the driving gear (301) and the driven gear (201) are meshed and connected.

4. The speed conversion device according to any one of claims 1 to 3, characterized in that: An output gear (202) is provided on the output shaft (2), and the output gear (202) is used for driving connection with the differential (44). The output gear (202) is arranged at one end of the output shaft (2) close to the first half shaft (101).

5. A powertrain, characterized in that: The powertrain comprises a power source, and a speed conversion device as claimed in any one of claims 1 to 4; The power output end of the power source is drivingly connected to the speed conversion device.

6. The powertrain according to claim 5, characterized in that: The power source comprises an engine (11); The power output end of the engine (11) is directly connected to the first half shaft (101); or, the power output end of the engine (11) is connected to the first half shaft (101) via a clutch (10).

7. The powertrain according to claim 6, characterized in that: The power source further comprises a first motor (22), wherein a power output end of the first motor (22) is directly connected to the second half shaft (102); The engine (11) and the first motor (22) are disposed at two ends of the input shaft (1).

8. The powertrain according to claim 6, characterized in that: The power source further comprises a second motor (33), the motor shaft of the second motor (33) being connected to the output shaft (2).

9. The power assembly according to claim 8, characterized in that: A motor gear (3301) is sleeved on the motor shaft, and a third synchronizer (7) is provided on the motor shaft, and the third synchronizer (7) is selectively connected to the motor gear (3301); The motor gear (3301) is meshed and connected with the driven gear on the output shaft (2).

10. A vehicle, characterized in that: A powertrain comprising any one of claims 5-9, further comprising a third motor; The powertrain is drivingly connected to one drive axle of the vehicle, and the third motor is drivingly connected to another drive axle of the vehicle.

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