Transmission driving assembly and vehicle with same

Abstract

The utility model discloses a transmission driving assembly and a vehicle with the transmission driving assembly, and the transmission driving assembly is used for the vehicle and comprises an engine, a first output shaft and a second output shaft, a planet carrier of the planet row assembly is connected with the first output shaft, a first combined gear ring and a second combined gear ring are arranged on the peripheral wall of a gear ring of the planet row assembly, and the first combined gear ring and the second combined gear ring synchronously rotate and are spaced in the axial direction of the planet row assembly; the number of teeth of the first combination gear ring is different from that of teeth of the second combination gear ring, and one of the first combination gear ring and the second combination gear ring is selectively in transmission connection with the differential mechanism. According to the transmission driving assembly, multi-gear direct drive of an engine can be achieved, the direct drive speed ratio range of the engine is expanded, it is guaranteed that the engine always works in an efficient interval, torque output under the occasion needing large torque is guaranteed, the gear shifting reliability of the transmission driving assembly is improved, the service life is prolonged, and the driving experience of a user is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a transmission drive assembly and a vehicle having the same. Background Technology

[0002] With the rapid development and expansion of new energy vehicle forces both domestically and internationally, the demand in the new energy vehicle market is becoming increasingly diversified. High-end technologies such as intelligent driving and biometric recognition are highly favored by customers, making the overall performance of new energy vehicles particularly important. Among them, the transmission, as a key component of the vehicle's power transmission system, directly affects the customer's driving experience. A good transmission not only needs to achieve efficient transmission, quiet driving, smooth operation, and compact layout, but also provide users with peace of mind and achieve a low failure rate over a long lifespan.

[0003] In existing technologies, the thermal efficiency of an engine directly affects the overall range and energy consumption per unit mileage of new energy vehicles. Currently, the Atkinson cycle engines commonly used in new energy vehicles often have problems such as limited high-efficiency range and limited torque output under direct drive conditions, which cannot well meet the driving needs of users and greatly reduce the driving experience of users. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a transmission drive assembly that enables multi-gear direct drive of the engine, expands the engine's direct drive speed ratio range, ensures torque output in situations requiring high torque, and improves the user's driving experience.

[0005] This utility model also proposes a vehicle that includes the above-described transmission drive assembly.

[0006] The transmission drive assembly according to an embodiment of the present invention is used in a vehicle and includes: an engine having a first output shaft; a planetary gear assembly having a planet carrier connected to the first output shaft, the outer peripheral wall of the ring gear of the planetary gear assembly having a first engagement ring gear and a second engagement ring gear, the first engagement ring gear and the second engagement ring gear rotating synchronously and spaced apart in the axial direction of the planetary gear assembly, the number of teeth of the first engagement ring gear being different from the number of teeth of the second engagement ring gear, and one of the first engagement ring gear and the second engagement ring gear being selectively connected to a differential drive.

[0007] According to the embodiment of this utility model, the transmission drive assembly has a first engagement gear ring and a second engagement gear ring on the outer peripheral wall of the planetary gear set. The number of teeth on the first engagement gear ring is different from that on the second engagement gear ring. One of the first engagement gear ring and the second engagement gear ring can be selectively connected to the differential for transmission drive assembly. This allows for two speed ratios while meeting the layout requirements of the transmission drive assembly, enabling multi-speed direct drive of the engine, expanding the direct drive speed ratio range of the engine, ensuring that the engine always operates in the high-efficiency range, ensuring torque output in situations requiring high torque, realizing the function of the multi-speed DHT architecture, achieving fuel-efficient and high-speed cruising, improving the shifting reliability of the transmission drive assembly, extending the service life of the transmission drive assembly, improving the space utilization of the transmission drive assembly, and enhancing the user's driving experience.

[0008] In addition, the transmission drive assembly according to this utility model may also have the following additional technical features:

[0009] In some embodiments, the gear ring is a single piece.

[0010] In some embodiments, the gear ring includes: an inner ring, on the inner peripheral wall of which a third engaging gear ring is provided, wherein the planetary gears of the planetary gear set are disposed within the inner ring and mesh with the third engaging gear ring; and an outer ring, on the outer peripheral wall of which the first engaging gear ring and the second engaging gear ring are provided, wherein the outer ring and the inner ring are separate components, and the outer ring is fitted over the inner ring and connected to the inner ring.

[0011] In some embodiments, the transmission drive assembly further includes a generator having a second output shaft connected to the sun gear of the planetary gear assembly.

[0012] In some embodiments, the transmission drive assembly further includes: a housing, in which the engine, the planetary gear set and the generator are all disposed; and a first clutch, the first clutch including an outer hub and an inner hub, the outer hub being fixed in the housing, the inner hub being sleeved on the second output shaft and rotating synchronously with the second output shaft, the inner hub being disposed inside the outer hub, and the inner hub being selectively engaged or disengaged from the outer hub.

[0013] In some embodiments, a second clutch is provided between the planetary carrier and the first output shaft for controlling the engagement or disengagement of the planetary carrier and the first output shaft.

[0014] In some embodiments, the transmission drive assembly further includes a main reduction gear shaft assembly, the main reduction gear shaft assembly comprising: a main reduction gear shaft, the main reduction gear shaft being drive-connected to the differential; a first engagement gear, the first engagement gear being loosely fitted on the main reduction gear shaft and meshing with a first engagement ring gear; a second engagement gear, the second engagement gear being loosely fitted on the main reduction gear shaft, spaced apart from the first engagement gear along the axial direction of the main reduction gear shaft, the second engagement gear meshing with a second engagement ring gear; and a first synchronizer, the first synchronizer being fitted on the main reduction gear shaft and located between the first engagement gear and the second engagement gear, the first synchronizer being selectively engaged with one of the first engagement gear and the second engagement gear or disengaged from both the first engagement gear and the second engagement gear.

[0015] In some embodiments, the main reduction gear shaft assembly further includes: a first gear, which is sleeved on the main reduction gear shaft and rotates synchronously with the main reduction gear shaft, and the first gear is spaced apart from the first engaging gear and the second engaging gear; and a second gear, which meshes with the first gear and is used to drive the differential.

[0016] In some embodiments, the transmission drive assembly further includes a drive system comprising: a drive motor having a third output shaft; a third gear mounted on the third output shaft; and a fourth gear meshing with the third gear and connected to the main reducing gear shaft.

[0017] In some embodiments, the fourth gear is sleeved on the main reducing gear shaft; or, the fourth gear is loosely sleeved on the main reducing gear shaft, and the main reducing gear shaft assembly further includes a second synchronizer, which is sleeved on the main reducing gear shaft and is used to engage or disengage with the fourth gear.

[0018] This utility model also provides a vehicle having the above-described embodiments.

[0019] According to the vehicle of this utility model embodiment, by providing the above-mentioned transmission drive assembly, the outer peripheral wall of the planetary gear assembly has a first engagement gear ring and a second engagement gear ring. The number of teeth on the first engagement gear ring is different from the number of teeth on the second engagement gear ring. One of the first engagement gear ring and the second engagement gear ring can be selectively connected to the differential for transmission drive assembly. This enables two speed ratios while meeting the layout requirements of the transmission drive assembly, realizing multi-speed direct drive of the engine, expanding the direct drive speed ratio range of the engine, ensuring that the engine always operates in the high-efficiency range, ensuring torque output in situations requiring high torque, realizing the function of multi-speed DHT architecture, achieving fuel-efficient and efficient high-speed cruising, improving the shifting reliability of the transmission drive assembly, extending the service life of the transmission drive assembly, improving the space utilization of the transmission drive assembly, and improving the user's driving experience.

[0020] Additional aspects and advantages of this 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

[0021] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a perspective view of a planetary gear set assembly of a transmission drive assembly according to an embodiment of the present utility model, wherein the planet carrier is not shown;

[0023] Figure 2 This is an exploded view of the planetary gear set assembly of the transmission drive assembly according to an embodiment of the present utility model, wherein the planet carrier is not shown;

[0024] Figure 3 This is an exploded view of the gear ring of the transmission drive assembly according to an embodiment of the present utility model, wherein the inner ring and the outer ring are separate parts;

[0025] Figure 4 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in the engine direct drive first gear mode;

[0027] Figure 6 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in the engine direct drive second gear mode;

[0028] Figure 7This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in the power split first gear mode;

[0029] Figure 8 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in the power split second gear mode;

[0030] Figure 9 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in full-speed first gear mode;

[0031] Figure 10 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in full-speed second gear mode;

[0032] Figure 11 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present invention, wherein the transmission drive assembly is in EV mode;

[0033] Figure 12 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in parallel first gear mode;

[0034] Figure 13 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in parallel second gear mode;

[0035] Figure 14 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in kinetic energy recovery mode;

[0036] Figure 15 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in parking power generation mode;

[0037] Figure 16 This is a schematic diagram of the transmission drive assembly according to the first embodiment of the present utility model, wherein the transmission drive assembly is in series mode;

[0038] Figure 17 This is a schematic diagram of the transmission drive assembly according to the second embodiment of the present invention.

[0039] Figure label:

[0040] 100. Transmission drive assembly; 101. Differential; 102. Power battery; 103. Motor controller;

[0041] 1. Engine; 11. First output shaft; 12. Second clutch;

[0042] 2. Planetary gear set assembly; 21. Planetary carrier; 22. Gear ring; 221. First engagement gear ring; 222. Second engagement gear ring; 223. Third engagement gear ring; 224. Inner ring; 225. Outer ring; 23. Planet gears; 24. Sun gear;

[0043] 3. Generator; 31. Second output shaft; 32. Stator assembly; 33. Rotor assembly;

[0044] 4. Shell;

[0045] 5. First clutch; 51. Outer hub; 52. Inner hub;

[0046] 6. Main reducing gear shaft assembly; 61. Main reducing gear shaft; 62. First engaging gear; 63. Second engaging gear; 64. First synchronizer; 65. First gear; 66. Second gear; 67. Second synchronizer;

[0047] 7. Drive system; 71. Drive motor; 711. Third output shaft; 72. Third gear; 73. Fourth gear. Detailed Implementation

[0048] The embodiments of this utility model are described in detail below. Examples of the 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 this utility model, and should not be construed as limiting this utility model.

[0049] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0050] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0051] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0052] The transmission drive assembly 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0053] like Figure 4 As shown, the transmission drive assembly 100 according to an embodiment of the present invention is used in a vehicle and includes an engine 1 and a planetary gear assembly 2.

[0054] Specifically, see the attached document. Figure 4 As shown, in conjunction with the reference appendix Figure 1 and attached Figure 2 As shown, the engine 1 has a first output shaft 11, and the planet carrier 21 of the planetary gear assembly 2 is connected to the first output shaft 11. The outer peripheral wall of the gear ring 22 of the planetary gear assembly 2 has a first engagement gear ring 221 and a second engagement gear ring 222. The first engagement gear ring 221 and the second engagement gear ring 222 rotate synchronously and in the axial direction of the planetary gear assembly 2 (see attached diagram). Figure 1As shown in direction a), the first engagement gear ring 221 and the second engagement gear ring 222 are spaced apart. The number of teeth on the first engagement gear ring 221 is different from that on the second engagement gear ring 222. One of the first engagement gear ring 221 and the second engagement gear ring 222 can be selectively connected to the differential 101 for transmission. This allows for two speed ratios while meeting the layout requirements of the transmission drive assembly 100. It enables multi-speed direct drive of the engine 1, expands the direct drive speed ratio range of the engine 1, ensures that the engine 1 always operates in the high-efficiency range, and guarantees torque output in situations requiring high torque (such as climbing steep slopes, rapid acceleration, or overtaking). It also realizes the function of a multi-speed DHT (Dedicated Hybrid Transmission) architecture, achieves fuel-efficient and high-speed cruising, improves the shifting reliability of the transmission drive assembly 100, extends the service life of the transmission drive assembly 100, improves the space utilization of the transmission drive assembly 100, and enhances the user's driving experience.

[0055] It is understandable that only the first engagement ring gear 221 may be connected to the differential 101, only the second engagement ring gear 222 may be connected to the differential 101, or neither the first nor the second engagement ring gear 221 may be connected to the differential 101. It should be noted that the number of teeth on the first and second engagement ring gears 221 can be designed according to the required speed ratio.

[0056] According to the embodiment of the present invention, the transmission drive assembly 100 has a first engagement gear ring 221 and a second engagement gear ring 222 on the outer peripheral wall of the gear ring 22 of the planetary gear set 2. The number of teeth of the first engagement gear ring 221 is different from that of the second engagement gear ring 222. One of the first engagement gear ring 221 and the second engagement gear ring 222 can be selectively connected to the differential 101 for transmission. This allows for two speed ratios to be achieved while meeting the layout requirements of the transmission drive assembly 100, enabling multi-speed direct drive of the engine 1, expanding the direct drive speed ratio range of the engine 1, ensuring that the engine 1 always operates in the high-efficiency range, ensuring torque output in situations requiring high torque, realizing the function of the multi-speed DHT architecture, achieving fuel-efficient and high-speed cruising, improving the shifting reliability of the transmission drive assembly 100, extending the service life of the transmission drive assembly 100, improving the space utilization of the transmission drive assembly 100, and improving the user's driving experience.

[0057] In some embodiments of this utility model, the gear ring 22 is a single piece, which reduces the steps of component splicing and detailed processing, saves material costs for the gear ring 22, simplifies the assembly process of the transmission drive assembly 100, shortens the production cycle of the transmission drive assembly 100, and reduces the production cost of the transmission drive assembly 100. It should be noted that the inner peripheral wall of the gear ring 22 has a third engaging gear ring 223, and the planet gears 23 of the planetary gear set 2 mesh with the third engaging gear ring 223. After the first engaging gear ring 221 and the second engaging gear ring 222 are processed, a fixture is designed to fix them using the relief groove space between the first engaging gear ring 221 and the second engaging gear ring 222, and then the third engaging gear ring 223 is processed.

[0058] In some embodiments of this utility model, reference is made to the appendix. Figure 3 As shown, the gear ring 22 includes an inner ring 224 and an outer ring 225. A third engaging gear ring 223 is provided on the inner peripheral wall of the inner ring 224. The planetary gears 23 of the planetary gear set 2 are located inside the inner ring 224 and mesh with the third engaging gear ring 223. The first engaging gear ring 221 and the second engaging gear ring 222 are located on the outer peripheral wall of the outer ring 225. The outer ring 225 and the inner ring 224 are separate parts. The outer ring 225 is fitted outside the inner ring 224 and connected to the inner ring 224. By making the outer ring 225 and the inner ring 224 separate parts, the outer ring 225 and the inner ring 224 can be manufactured separately, which helps to arrange the production process more flexibly, facilitates the production and processing of the gear ring 22, and reduces the manufacturing cost of the gear ring 22.

[0059] It should be noted that the outer ring 225 and the inner ring 224 can be connected by methods such as interference fit, welding, and fasteners to ensure the connection between the outer ring 225 and the inner ring 224. This connection prevents relative rotation between the outer ring 225 and the inner ring 224 after assembly, and also prevents axial rotation between the outer ring 225 and the inner ring 224 on the gear ring 22 (see attached diagram). Figure 1 Relative motion occurs in the direction shown (a). For example, when the outer ring 225 and the inner ring 224 are fixedly connected by an interference fit process, the inner annular surface of the outer ring 225 and the outer annular surface of the inner ring 224 form a press fit mating surface, and the interference amount can be selected according to the actual transmitted torque.

[0060] Further, see attached document. Figure 1 and attached Figure 2As shown, multiple planetary gears 23 are spaced apart along the circumferential direction of the third engagement gear ring 223. Each planetary gear 23 is mounted on the planet carrier 21 and meshes with the third engagement gear ring 223. The sun gear 24 of the planetary gear set 2 meshes with multiple planetary gears 23 simultaneously. The arrangement of multiple planetary gears 23 can distribute torque, achieve a larger proportion of torque transmission, improve the balance of the planetary gear set 2, reduce wear and tear on the planetary gears 23 and sun gear 24, improve the operational stability of the planetary gear set 2, and extend the service life of the planetary gear set 2. For example, there can be two, three, four, or five planetary gears spaced apart along the circumferential direction of the third engagement gear.

[0061] In some embodiments of this utility model, reference is made to the appendix. Figure 4 As shown, the transmission drive assembly 100 also includes a generator 3, which includes a stator assembly 32 and a rotor assembly 33. The stator assembly 32 is fixed inside the housing 4 of the transmission drive assembly 100, and the rotor assembly 33 is disposed inside the stator assembly 32. The stator assembly 32 is used to drive the rotor assembly 33 to rotate. The generator 3 has a second output shaft 31, which is disposed on the rotor assembly 33 and rotates synchronously with the rotor assembly 33. The second output shaft 31 is connected to the sun gear 24 of the planetary gear assembly 2 and is used to transmit the torque of the rotor assembly 33 to the sun gear 24 to drive the sun gear 24 to rotate, or to transmit the torque of the engine 1 to the second output shaft 31 to generate electricity.

[0062] Understandably, when the rotor assembly 33 rotates in the forward direction, the power of the engine 1 can be transmitted to the rotor assembly 33 sequentially through the planetary carrier 21, planetary gears 23, sun gear 24, and second output shaft 31, so that the power of the engine 1 can be distributed to the generator 3 for power generation. When the rotor assembly 33 rotates in the reverse direction, the rotor assembly 33 drives the second output shaft 31 to rotate, which drives the sun gear 24 to rotate. After being transmitted through the planetary gears 23, ring gear 22, etc., the generator 3 can output power to the differential 101, which together with the engine 1 outputs power to the vehicle to meet the needs of high-power scenarios such as overtaking, rapid acceleration, or uphill driving.

[0063] In a further embodiment of this utility model, reference is made to the appendix. Figure 4 As shown, the transmission drive assembly 100 also includes a housing 4 and a first clutch 5. The engine 1, planetary gear set 2 and generator 3 are all located inside the housing 4. The housing 4 can protect the engine 1, planetary gear set 2 and generator 3, and prevent the internal structure of the housing 4 from being exposed and damaged, thus ensuring the service life of the transmission drive assembly 100.

[0064] Further, see attached document. Figure 4As shown, the first clutch 5 includes an outer hub 51 and an inner hub 52. The outer hub 51 is fixed inside the housing 4, and the inner hub 52 is sleeved on the second output shaft 31 and rotates synchronously with the second output shaft 31. The inner hub 52 is located inside the outer hub 51. The inner hub 52 can be selectively engaged or disengaged from the outer hub 51 to lock or unlock the rotor assembly 33, thereby controlling whether the power of the engine 1 flows to the generator 3, or whether the generator 3 drives the differential 101 in reverse, realizing the switching between the power split mode and the direct drive mode of the engine 1. This allows for more fuel-efficient high-speed cruising in the direct drive first gear mode and the direct drive second gear mode of the engine 1.

[0065] Understandably, the outer hub 51 is fixed to the housing 4 and does not rotate. When the inner hub 52 is engaged with the outer hub 51, neither the outer hub 51 nor the inner hub 52 can rotate, thus restricting the rotation of the second output shaft 31 and preventing the rotor assembly 33 from rotating, thereby reducing energy consumption, improving fuel efficiency, and enhancing economy. When the inner hub 52 is separated from the outer hub 51, the inner hub 52 can rotate together with the second output shaft 31, ensuring the normal rotation of the rotor assembly 33. When the rotor assembly 33 rotates in the forward direction, the power of the engine 1 can be delivered sequentially. The power from the engine 1 is transmitted to the generator 3 via the planetary carrier 21, planetary gears 23, sun gear 24, and second output shaft 31, thus distributing the power of the engine 1 to the generator 3 for power generation. When the rotor assembly 33 rotates in the reverse direction, it drives the second output shaft 31 to rotate, which in turn drives the sun gear 24 to rotate. After transmission through the planetary gears 23, ring gear 22, etc., the generator 3 can output power to the differential 101, which, together with the engine 1, outputs power to the vehicle to meet the needs of high-power scenarios such as overtaking, rapid acceleration, or uphill driving.

[0066] In some embodiments of this utility model, reference is made to the appendix. Figure 4 As shown, a second clutch 12 is provided between the planetary carrier 21 and the first output shaft 11. One side of the second clutch 12 is connected to the first output shaft 11, and the other side of the second clutch 12 is connected to the planetary carrier 21. It is used to control the engagement or disengagement of the planetary carrier 21 and the first output shaft 11, thereby controlling the power transmission of the engine 1.

[0067] Understandably, when the second clutch 12 engages the planetary carrier 21 with the first output shaft 11, the power output by the engine 1 is transmitted from the first output shaft 11 to the planetary carrier 21. The planetary carrier 21 drives the planetary gears 23 to rotate, which in turn drives the ring gear 22 to rotate, thus enabling the engine 1 to output power to the differential 101. When the second clutch 12 disengages the planetary carrier 21 from the first output shaft 11, the engine 1 does not work.

[0068] In some embodiments of this utility model, reference is made to the appendix. Figure 4As shown, the transmission drive assembly 100 also includes a main reduction gear shaft assembly 6. The main reduction gear shaft assembly 6 includes a main reduction gear shaft 61, a first engagement gear 62, a second engagement gear 63, and a first synchronizer 64. The main reduction gear shaft 61 is connected to the differential 101. The first engagement gear 62 is loosely fitted on the main reduction gear shaft 61 and meshes with the first engagement gear ring 221. The second engagement gear 63 is loosely fitted on the main reduction gear shaft 61 along the axial direction of the main reduction gear shaft 61 (see attached diagram). Figure 4 (as shown in direction b), the second engaging gear 63 is spaced apart from the first engaging gear 62, and the second engaging gear 63 meshes with the second engaging gear ring 222.

[0069] Further, see attached document. Figure 4 As shown, the first synchronizer 64 is a bidirectional synchronizer. The first synchronizer 64 is sleeved on the main reducing gear shaft 61 and located between the first engaging gear 62 and the second engaging gear 63. The first synchronizer 64 can selectively engage with one of the first engaging gear 62 and the second engaging gear 63 or disengage from both of them. It is used to control whether the first engaging gear 62 and the second engaging gear 63 rotate synchronously with the main reducing gear shaft 61. It works with the gear ring 22 to realize the gear switching of the engine 1, realize the direct drive and multi-gear control of the engine 1, and realize the bidirectional physical decoupling of the direct drive mode and pure electric drive of the engine 1. While retaining the high efficiency of low-speed transmission in the power split mode, it can also accommodate the engine 1 direct drive first gear mode, engine 1 direct drive second gear mode, parallel mode, EV mode, driving power generation, parking power generation and kinetic energy recovery.

[0070] Understandably, the main reducing gear shaft 61 is used to install and fix the first engaging gear 62, the second engaging gear 63, and the first synchronizer 64. It can support the gears mounted on the shaft and transmit power. The first engaging gear 62 and the second engaging gear 63 mesh with the first engaging gear ring 221 and the second engaging gear ring 222, respectively. When the first synchronizer 64 is engaged with one of the first engaging gear 62 and the second engaging gear 63, the torque of the first engaging gear 62 or the second engaging gear 63 can be transmitted to the main reducing gear shaft 61 through the first synchronizer 64, and finally to the differential 101. When the first synchronizer 64 is disengaged from both the first engaging gear 62 and the second engaging gear 63, neither the first engaging gear 62 nor the second engaging gear 63 rotates synchronously with the main reducing gear shaft 61.

[0071] In a further embodiment of this utility model, reference is made to the appendix. Figure 4As shown, the main reduction gear shaft assembly 6 also includes a first gear 65 and a second gear 66. The first gear 65 is sleeved on the main reduction gear shaft 61 and rotates synchronously with the main reduction gear shaft 61. The first gear 65 is spaced apart from the first engagement gear 62 and the second engagement gear 63. The second gear 66 meshes with the first gear 65 and is fixed on the differential 101. It is used to transmit power from the engine 1 or the generator 3. The second gear 66 is used to drive the differential 101, which can improve the speed reduction and torque increase effect, achieve a larger transmission ratio, output a larger wheel end torque, and improve the power performance of the transmission drive assembly 100.

[0072] It is understood that the first engagement gear 62, the first synchronizer 64, and the second engagement gear 63 are arranged sequentially in the axial direction of the main reducing gear shaft 61. The first gear 65 is located on the side of the second engagement gear 63 away from the first engagement gear 62. When the engine 1, generator 3, or other power source drives the main reducing gear shaft 61 to rotate, the first gear 65 fixed on the main reducing gear shaft 61 rotates together with the main reducing gear shaft 61. The second gear 66 meshes with the first gear 65 and rotates together under the drive of the first gear 65. Finally, the torque is transmitted to the differential 101, driving the wheels to rotate and realizing the normal movement of the vehicle.

[0073] In a further embodiment of this utility model, reference is made to the appendix. Figure 4 As shown, the transmission drive assembly 100 also includes a drive system 7, which includes a drive motor 71, a third gear 72, and a fourth gear 73. The drive motor 71 has a third output shaft 711, and the third gear 72 is mounted on the third output shaft 711. The third gear 72 and the third output shaft 711 are coaxially fixed and rotate synchronously. The fourth gear 73 meshes with the third gear 72 and is connected to the main reducing gear shaft 61. The fourth gear 73 is located on the side of the first engaging gear 62 that is away from the second engaging gear 63. When the drive motor 71 is running, the third output shaft 711 can drive the third gear 72 to rotate. The fourth gear 73 meshes with the third gear 72 and rotates together under the drive of the third gear 72. Then, the torque is transmitted to the main reducing gear shaft 61. After passing through the first gear 65 and the second gear 66 in sequence, the torque is finally transmitted to the differential 101 to drive the wheels to rotate and realize the normal movement of the vehicle.

[0074] It should be noted that when the vehicle does not need to provide power, such as when the vehicle is braking and decelerating or is going downhill, the power is transmitted from the wheels to the differential 101, and then through the second gear 66 and the first gear 65 to the main reducing gear shaft 61. After passing through the fourth gear 73 and the third gear 72, the power is finally transmitted to the third output shaft 711, which drives the rotor of the drive motor 71 to rotate, so that the drive motor 71 generates electricity, realizing the function of the drive motor 71 as a generator to recover and utilize the kinetic energy of the vehicle.

[0075] In a further embodiment of this utility model, reference is made to the appendix. Figure 17 As shown, the fourth gear 73 is mounted on the main reducing gear shaft 61, so that the fourth gear 73 drives the main reducing gear shaft 61 to rotate, or the main reducing gear shaft 61 drives the fourth gear 73 to rotate, thus ensuring the kinetic energy transmission between the drive system 7 and the main reducing gear shaft assembly 6.

[0076] Alternatively, refer to the appendix. Figure 4 As shown, the fourth gear 73 is loosely fitted on the main reducing gear shaft 61. The main reducing gear shaft assembly 6 also includes a second synchronizer 67. The second synchronizer 67 is a one-way synchronizer. The second synchronizer 67 is fitted on the main reducing gear shaft 61 and is used to engage or disengage with the fourth gear 73. It is responsible for controlling the power transmission of the drive motor 71 and realizing the bidirectional physical decoupling function between the drive motor 71 and the engine 1, and between the drive motor 71 and the generator 3. This can minimize the loss on the drive path and improve the transmission efficiency.

[0077] Understandably, when the second synchronizer 67 engages with the fourth gear 73, the fourth gear 73 can drive the main reducing gear shaft 61 to rotate, or the main reducing gear shaft 61 can drive the fourth gear 73 to rotate, ensuring the kinetic energy transmission between the drive system 7 and the main reducing gear shaft assembly 6. When the second synchronizer 67 disengages from the fourth gear 73, the drive system 7 can be disconnected from the main reducing gear shaft assembly 6, reducing drag losses on the direct drive path and improving the efficiency of the direct drive path.

[0078] It is understood that the transmission drive assembly 100 of this utility model has twelve drive modes. The mode where the engine 1 is working while the drive motor 71 and generator 3 are not working is defined as the engine 1 direct drive mode. Depending on the direct drive gear, this can be further divided into engine 1 direct drive first gear mode and engine 1 direct drive second gear mode. The mode where the engine 1 and generator 3 are working simultaneously is defined as the power split mode. Depending on the engine 1's working gear, this can be divided into power split first gear mode and power split second gear mode. Furthermore, the drive modes vary depending on whether the generator 3 consumes energy from the engine 1 to function as a generator or as a drive motor 71. It can be further divided into driving power generation mode or generator 3 output torque mode; when engine 1, drive motor 71, and generator 3 are used as drive motor 71, it is defined as full-speed mode, and depending on the working gear of engine 1, it can be divided into full-speed first gear mode or full-speed second gear mode; when engine 1 is not working, and only drive motor 71 is working, it is defined as EV mode (pure electric mode); when engine 1 and drive motor 71 work simultaneously to provide power to the vehicle, it is defined as parallel mode, and depending on the working gear of engine 1, it can be divided into parallel first gear mode and parallel second gear mode. When the vehicle is driving in pure electric mode, and the car is going downhill or braking, it is defined as kinetic energy recovery mode (regenerative braking mode); when the power battery 102 is low on power and the vehicle is stationary, and engine 1 only drives generator 3 to generate electricity, it is defined as parking power generation mode; when generator 3 only drives generator 3 to generate electricity, directly powering drive motor 71 or powering drive motor 71 through power battery 102, it is defined as series mode.

[0079] Engine 1 direct drive first gear mode: such as Figure 5 As shown, when engine 1 is running, first clutch 5 is locked and second clutch 12 is engaged. The power of engine 1 is directly output from first output shaft 11 to second clutch 12, driving planet carrier 21 and planet gears 23 to rotate. Because multiple planet gears 23 mesh with third engagement ring gear 223, ring gear 22 rotates. First engagement ring gear 221 and second engagement ring gear 222 on ring gear 22 rotate together, driving first engagement gear 62 and second engagement gear 63 to rotate. First synchronizer 64 engages with first engagement gear 62 to transmit the power of first engagement gear 62 to main reducing gear shaft 61. Finally, through the transmission of first gear 65 and second gear 66, the power is transmitted to differential 101, driving the wheels to rotate.

[0080] In the direct-drive first gear mode of Engine 1, neither the drive motor 71 nor the generator 3 operates, and Engine 1 serves as the sole power source. When the vehicle brakes and decelerates or descends a long slope, the second synchronizer 67 can engage with the fourth gear 73. At this time, the drive motor 71 can perform kinetic energy recovery and simultaneously provide some braking force to the vehicle. The direct-drive first gear mode of Engine 1 is suitable for medium-speed cruising, avoiding the energy consumption of inverters, electric motors, and other components, improving fuel efficiency, ensuring strong power and low fuel consumption, and improving economy. Furthermore, the direct-drive first gear mode of Engine 1, combined with the direct-drive second gear mode of Engine 1, can expand the direct-drive speed ratio range of Engine 1, ensuring that Engine 1 always operates within its high-efficiency range.

[0081] Engine 1 direct drive second gear mode: such as Figure 6 As shown, when engine 1 is running, first clutch 5 is locked and second clutch 12 is engaged. The power of engine 1 is directly output from first output shaft 11 to second clutch 12, driving planet carrier 21 and planet gears 23 to rotate. Because multiple planet gears 23 mesh with third engagement ring gear 223, ring gear 22 rotates. First engagement ring gear 221 and second engagement ring gear 222 on ring gear 22 rotate together, driving first engagement gear 62 and second engagement gear 63 to rotate. First synchronizer 64 engages with second engagement gear 63 to transmit the power of second engagement gear 63 to main reducing gear shaft 61. Finally, through the transmission of first gear 65 and second gear 66, the power is transmitted to differential 101, driving the wheels to rotate.

[0082] Unlike the direct drive first gear mode of engine 1, the power in the direct drive second gear mode of engine 1 is transmitted to the main reducing gear shaft 61 by the second engagement ring gear 222 and the second engagement gear 63. The direct drive second gear mode of engine 1 is suitable for high-speed cruising. At the same time, in conjunction with the direct drive first gear mode of engine 1, the direct drive speed ratio range of engine 1 is expanded. With the help of the electric motor, engine 1 can always be kept in the high-efficiency range.

[0083] Power shunt mode: such as Figure 7 As shown, both engine 1 and generator 3 can operate normally. The first clutch 5 is disengaged, and the second clutch 12 is engaged. The power of engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planet carrier 21 and planet gears 23 to rotate. Since multiple planet gears 23 mesh with the third engagement ring gear 223 and the sun gear 24, both the ring gear 22 and the sun gear 24 rotate. The first engagement ring gear 221 and the second engagement ring gear 222 on the ring gear 22 rotate together, driving the first engagement gear 62 and the second engagement gear 63 to rotate. The first synchronizer 64 engages with the first engagement gear 62 to transmit the power of the first engagement gear 62 to the main reducing gear shaft 61. Finally, through the transmission of the first gear 65 and the second gear 66, the power is transmitted to the differential 101, driving the wheels to rotate.

[0084] It should be noted that when the generator 3 consumes the energy of the engine 1 and is used as the generator 3, it is in the driving power generation mode. The power of the engine 1 can be partially distributed to the generator 3 for power generation, and the other part can be distributed to the differential 101 for driving the vehicle forward. When the generator 3 is used as a drive motor, it is in the generator 3 output torque mode. The generator 3 rotates in the opposite direction and outputs power to the vehicle together with the engine 1. It is suitable for scenarios that require a large power demand, such as overtaking, rapid acceleration or uphill driving.

[0085] Power splitting two-level mode: such as Figure 8 As shown, both engine 1 and generator 3 can operate normally. The first clutch 5 is disengaged, and the second clutch 12 is engaged. The power of engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planet carrier 21 and planet gears 23 to rotate. Since multiple planet gears 23 mesh with the third engagement ring gear 223 and the sun gear 24, both the ring gear 22 and the sun gear 24 rotate. The first engagement ring gear 221 and the second engagement ring gear 222 on the ring gear 22 rotate together, driving the first engagement gear 62 and the second engagement gear 63 to rotate. The first synchronizer 64 engages with the second engagement gear 63 to transmit the power of the second engagement gear 63 to the main reducing gear shaft 61. Finally, through the transmission of the first gear 65 and the second gear 66, the power is transmitted to the differential 101, driving the wheels to rotate.

[0086] It should be noted that when the vehicle is generating electricity, part of the power of the engine 1 can be distributed to the generator 3 for generating electricity, and another part can be distributed to the differential 101 for driving the vehicle forward. When the generator 3 outputs torque, the generator 3 rotates in the opposite direction and can be used as a drive motor to output power to the vehicle together with the engine 1. This is suitable for scenarios that require a large amount of power, such as overtaking, rapid acceleration, or going uphill.

[0087] Full speed first gear mode: such as Figure 9As shown, engine 1, generator 3, and drive motor 71 can all operate normally. The first clutch 5 is disengaged, and the second clutch 12 is engaged. Power from engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planetary carrier 21 and planetary gears 23 to rotate. The rotor assembly 33 of generator 3 reverses direction, transmitting power from the second output shaft 31 to the sun gear 24. The power from engine 1 and generator 3 is coupled through the planetary gear set 2, acting together on the first engagement gear 62 and transmitted to the main reducing gear shaft 61. Meanwhile, the drive motor 71... Power is transmitted through the third output shaft 711 to the third gear 72 and the fourth gear 73. Because the second synchronizer 67 is engaged with the fourth gear 73, the power of the fourth gear 73 is transmitted to the main reducing gear shaft 61. Finally, the power of the engine 1, generator 3 and drive motor 71 is coupled at the main reducing gear shaft 61, and after the transmission of the first gear 65 and the second gear 66, it is finally transmitted to the differential 101 to drive the wheels to rotate, realize the full speed mode, provide the vehicle with maximum power, and is suitable for high torque demand scenarios such as high-speed overtaking, climbing steep slopes, and extreme starts.

[0088] Full-speed second gear mode: such as Figure 10 As shown, engine 1, generator 3, and drive motor 71 can all operate normally. The first clutch 5 is disengaged, and the second clutch 12 is engaged. Power from engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planetary carrier 21 and planetary gears 23 to rotate. The rotor assembly 33 of generator 3 reverses direction, transmitting power from the second output shaft 31 to the sun gear 24. The power from engine 1 and generator 3 is coupled through the planetary gear set 2, acting together on the second engagement gear 63 and transmitted to the main reducing gear shaft 61. The power from drive motor 71 is transmitted through the third output shaft 711 to the third gear 72 and the fourth gear 73. Due to the second synchronizer... 67 engages with the fourth gear 73 to transmit the power of the fourth gear 73 to the main reducing gear shaft 61. Finally, the power of the engine 1, generator 3 and drive motor 71 is coupled at the main reducing gear shaft 61, and transmitted to the differential 101 through the transmission of the first gear 65 and the second gear 66, driving the wheels to rotate and achieving full speed mode. By controlling the engagement of the first synchronizer 64 with the first engagement gear 62 or the second engagement gear 63, the switching between first gear and second gear can be realized, achieving a wider range of speed adjustment. In conjunction with adjusting the torque and power output of the drive motor 71 and the generator 3, the engine 1 can always work in the high-efficiency range to achieve the purpose of fuel saving.

[0089] EV mode (pure electric mode): such as Figure 11As shown, neither engine 1 nor generator 3 is working. Only drive motor 71 is used as the power source to output power. The power of drive motor 71 is transmitted from the third output shaft 711 to the third gear 72 and the fourth gear 73. Because the second synchronizer 67 is engaged with the fourth gear 73, the power of the fourth gear 73 is transmitted to the main reducing gear shaft 61. Finally, the power is transmitted to the differential 101 through the transmission of the first gear 65 and the second gear 66, driving the wheels to rotate, ensuring the normal movement of the vehicle and meeting the low-speed driving needs of the vehicle.

[0090] It should be noted that, to ensure maximum driving efficiency along the EV path, the first synchronizer 64 is in the intermediate position when the drive motor 71 is operating, neither engaging with the first engagement gear 62 nor the second engagement gear 63. When the vehicle needs to reverse, simply control the drive motor 71 to reverse. Furthermore, since automotive drive motors 71 generally possess advantages such as high power density, high output torque, wide speed range, and wide efficiency range, they can achieve a wider range of speed adjustments. In the transmission drive assembly 100 of this utility model, designing the drive system 7 as a two-stage reduction system simplifies the EV path and improves the transmission efficiency of the drive path.

[0091] Parallel first gear mode: such as Figure 12 As shown, both engine 1 and drive motor 71 can operate normally. The first clutch 5 is locked, and the second clutch 12 is engaged. The power of engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving planet carrier 21 and planet gears 23 to rotate. Because multiple planet gears 23 mesh with the third engagement ring gear 223, the ring gear 22 rotates. The first engagement ring gear 221 and the second engagement ring gear 222 on the ring gear 22 rotate together, driving the first engagement gear 62 and the second engagement gear 63 to rotate. The first synchronizer 64 engages with the first engagement gear 62 to connect the first engagement gear 63. The power of gear 62 is transmitted to the main reducing gear shaft 61, while the power of drive motor 71 is transmitted to the third gear 72 and the fourth gear 73 through the third output shaft 711. Because the second synchronizer 67 is engaged with the fourth gear 73, the power of the fourth gear 73 is transmitted to the main reducing gear shaft 61. Finally, the power of engine 1 and drive motor 71 is coupled at the main reducing gear shaft 61, and the power is transmitted to the differential 101 through the transmission of the first gear 65 and the second gear 66, driving the wheels to rotate. This enhances the power of the transmission drive assembly 100 without affecting fuel consumption.

[0092] Parallel two-speed mode: such as Figure 13As shown, both engine 1 and drive motor 71 can operate normally. The first clutch 5 is locked, and the second clutch 12 is engaged. The power from engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planetary carrier 21 and planetary gears 23 to rotate. Because multiple planetary gears 23 mesh with the third engagement ring gear 223, the ring gear 22 rotates. The first engagement ring gear 221 and the second engagement ring gear 222 on the ring gear 22 rotate together, driving the first engagement gear 62 and the second engagement gear 63 to rotate. The first synchronizer 64 and the second... The second gear 63 engages to transmit the power of the second gear 63 to the main reducing gear shaft 61. The power of the drive motor 71 is transmitted to the third gear 72 and the fourth gear 73 through the third output shaft 711. The second synchronizer 67 engages with the fourth gear 73 to transmit the power of the fourth gear 73 to the main reducing gear shaft 61. Finally, the power of the engine 1 and the drive motor 71 is coupled at the main reducing gear shaft 61 and transmitted to the differential 101 through the transmission of the first gear 65 and the second gear 66, driving the wheels to rotate.

[0093] It should be noted that the parallel first gear mode and the parallel second gear mode can be switched directly by the first synchronizer 64. The power output of the drive motor 71 can be adjusted according to the actual power demand and the high efficiency range of the engine 1, so as to maximize the efficiency of the transmission drive assembly 100.

[0094] Kinetic energy recovery mode (feedback operating mode): such as Figure 14 As shown, when the vehicle brakes and decelerates or is going downhill, the vehicle does not need to provide power. At this time, the vehicle's kinetic energy can be recovered and utilized by the drive motor 71 as a generator, which is the kinetic energy recovery mode (feedback mode). At this time, the power is transmitted from the wheels to the differential 101, and then sequentially through the second gear 66 and the first gear 65 to the main reducing gear shaft 61. Because the second synchronizer 67 is engaged with the fourth gear 73, the power on the reducing gear shaft can be transmitted to the fourth gear 73 through the second synchronizer 67, and then through the third gear 72 and the third output shaft 711 to drive the rotor of the drive motor to rotate to generate electricity.

[0095] Parking power generation mode: such as Figure 15As shown, when the vehicle is stationary and the power battery 102 has insufficient power, the first clutch 5 is disengaged and the second clutch 12 is engaged. The power of the engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planetary carrier 21 and planetary gears 23 to rotate. Since multiple planetary gears 23 mesh with the sun gear 24, the sun gear 24 rotates, driving the second output shaft 31 to rotate, which in turn drives the rotor assembly 33 of the generator 3 to rotate. At this time, the first synchronizer 64 engages with the first engagement gear 62 or the second engagement gear 63. By utilizing the locking force of the parking mechanism, the main reducing gear shaft 61, the first synchronizer 64, the first engagement gear 62, and the second engagement gear 63 cannot rotate, thereby locking the gear ring 22, preventing the power from the engine 1 from being diverted, and ensuring that all the power of the engine 1 is used to generate electricity, thus realizing the parking power generation function.

[0096] Series mode: such as Figure 16 As shown, the first clutch 5 is disengaged and the second clutch 12 is engaged. The power of the engine 1 is directly output from the first output shaft 11 to the second clutch 12, driving the planetary carrier 21 and planetary gears 23 to rotate. Since multiple planetary gears 23 mesh with the sun gear 24, the sun gear 24 rotates, driving the second output shaft 31 to rotate, which in turn drives the rotor assembly 33 of the generator 3 to rotate, thus generating electricity. The electricity generated by the generator 3 enters the motor controller 103 and can be used to directly power the drive motor 71 or to charge the power battery 102, which then powers the drive motor 71. The motor 71 is powered, and the power of the drive motor 71 is transmitted to the third gear 72 and the fourth gear 73 through the third output shaft 711. Because the second synchronizer 67 is engaged with the fourth gear 73, the power of the fourth gear 73 is transmitted to the main reducing gear shaft 61. Finally, the power is transmitted to the differential 101 through the transmission of the first gear 65 and the second gear 66, driving the wheels to rotate. This allows the engine 1 to be free from the low speed limitation of the wheel end of the traditional oil engine, and can increase the speed and increase the torque, so that the engine 1 is in a higher thermal efficiency range, improving the thermal efficiency of the engine 1 and reducing the thermal efficiency loss of the engine 1.

[0097] This utility model also proposes a vehicle having the transmission drive assembly 100 of the above embodiments.

[0098] According to the vehicle of this utility model embodiment, by providing the above-mentioned transmission drive assembly 100, the outer peripheral wall of the ring gear 22 of the planetary gear assembly 2 has a first engagement ring gear 221 and a second engagement ring gear 222. The number of teeth of the first engagement ring gear 221 is different from the number of teeth of the second engagement ring gear 222. One of the first engagement ring gear 221 and the second engagement ring gear 222 can be selectively connected to the differential 101 for transmission. While meeting the layout requirements of the transmission drive assembly 100, it can realize two speed ratios, realize multi-speed direct drive of the engine 1, expand the direct drive speed ratio range of the engine 1, ensure that the engine 1 always works in the high-efficiency range, ensure torque output in situations requiring high torque, realize the function of the multi-speed DHT architecture, realize fuel-saving and efficient high-speed cruising, improve the shifting reliability of the transmission drive assembly 100, extend the service life of the transmission drive assembly 100, improve the space utilization of the transmission drive assembly 100, and improve the user's driving experience.

[0099] The transmission drive assembly 100 and other components and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0100] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "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 present 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. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0101] Although embodiments of the present 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 present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A transmission drive assembly, characterized in that, For use in vehicles and including: An engine (1) having a first output shaft (11); Planetary gear assembly (2), the planet carrier (21) of the planetary gear assembly (2) is connected to the first output shaft (11), the outer peripheral wall of the gear ring (22) of the planetary gear assembly (2) has a first engagement gear ring (221) and a second engagement gear ring (222), the first engagement gear ring (221) and the second engagement gear ring (222) rotate synchronously and are spaced apart in the axial direction of the planetary gear assembly (2), the number of teeth of the first engagement gear ring (221) is different from the number of teeth of the second engagement gear ring (222), and one of the first engagement gear ring (221) and the second engagement gear ring (222) can be selectively connected to the differential (101) for transmission.

2. The transmission drive assembly according to claim 1, characterized in that, The gear ring (22) is a single piece.

3. The transmission drive assembly according to claim 1, characterized in that, The gear ring (22) includes: The inner ring (224) has a third engagement gear ring (223) on its inner peripheral wall. The planetary gears (23) of the planetary gear assembly (2) are located in the inner ring (224) and mesh with the third engagement gear ring (223). The outer ring (225), the first connecting toothed ring (221) and the second connecting toothed ring (222) are disposed on the outer peripheral wall of the outer ring (225). The outer ring (225) and the inner ring (224) are separate parts. The outer ring (225) is sleeved on the outer ring (224) and connected to the inner ring (224).

4. The transmission drive assembly according to claim 1, characterized in that, The transmission drive assembly (100) also includes: A generator (3) having a second output shaft (31) connected to the sun gear (24) of the planetary gear assembly (2).

5. The transmission drive assembly according to claim 4, characterized in that, The transmission drive assembly (100) also includes: The housing (4) is provided inside the engine (1), the planetary gear assembly (2) and the generator (3); The first clutch (5) includes an outer hub (51) and an inner hub (52). The outer hub (51) is fixed inside the housing (4). The inner hub (52) is sleeved on the second output shaft (31) and rotates synchronously with the second output shaft (31). The inner hub (52) is located inside the outer hub (51). The inner hub (52) can be selectively engaged or disengaged from the outer hub (51).

6. The transmission drive assembly according to claim 1, characterized in that, A second clutch (12) is provided between the planetary carrier (21) and the first output shaft (11) for controlling the engagement or disengagement of the planetary carrier (21) and the first output shaft (11).

7. The transmission drive assembly according to claim 1, characterized in that, The transmission drive assembly (100) further includes a main reduction gear shaft assembly (6), the main reduction gear shaft assembly (6) comprising: The main reducing gear shaft (61) is connected to the differential (101) in a transmission manner; The first engaging gear (62) is loosely fitted on the main reducing gear shaft (61), and the first engaging gear (62) meshes with the first engaging gear ring (221); The second engaging gear (63) is loosely fitted on the main reducing gear shaft (61). Along the axial direction of the main reducing gear shaft (61), the second engaging gear (63) is spaced apart from the first engaging gear (62), and the second engaging gear (63) meshes with the second engaging gear ring (222). A first synchronizer (64) is sleeved on the main reducing gear shaft (61) and located between the first engaging gear (62) and the second engaging gear (63). The first synchronizer (64) can be selectively engaged with one of the first engaging gear (62) and the second engaging gear (63) or disengaged from both of the first engaging gear (62) and the second engaging gear (63).

8. The transmission drive assembly according to claim 7, characterized in that, The main reduction gear shaft assembly (6) also includes: The first gear (65) is sleeved on the main reducing gear shaft (61) and rotates synchronously with the main reducing gear shaft (61). The first gear (65) is spaced apart from the first engaging gear (62) and the second engaging gear (63). The second gear (66) meshes with the first gear (65) and is used to drive the differential (101).

9. The transmission drive assembly according to claim 7, characterized in that, The transmission drive assembly (100) further includes a drive system (7), the drive system (7) comprising: A drive motor (71) having a third output shaft (711); The third gear (72) is sleeved on the third output shaft (711); The fourth gear (73) meshes with the third gear (72) and is connected to the main reducing gear shaft (61).

10. The transmission drive assembly according to claim 9, characterized in that, The fourth gear (73) is sleeved on the main reducing gear shaft (61); Alternatively, the fourth gear (73) may be loosely fitted onto the main reducing gear shaft (61), and the main reducing gear shaft assembly (6) may further include a second synchronizer (67), which is fitted onto the main reducing gear shaft (61) and is used to engage or disengage with the fourth gear (73).

11. A vehicle, characterized in that, Includes the transmission drive assembly (100) according to any one of claims 1-10.

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