Transmission, driving system and vehicle

Abstract

The utility model provides a transmission, a driving system and a vehicle, and relates to the technical field of vehicles, the transmission comprises an input shaft, an output shaft, a multi-gear transmission mechanism, a dog clutch, a multi-mode clutch and a gear shifting execution mechanism, the dog clutch is arranged on the input shaft, the multi-mode clutch is arranged on the output shaft, and the gear shifting execution mechanism is arranged on the output shaft. The multi-gear transmission mechanism comprises a first-gear gear assembly and a second-gear gear assembly, the first-gear gear assembly is connected with the output shaft, the second-gear gear assembly is connected with the input shaft, and the gear shifting executing mechanism is used for driving the dog tooth clutch to be coupled with or decoupled from the first-gear gear assembly and driving the multi-mode clutch to be coupled with or decoupled from the second-gear gear assembly. Therefore, when the transmission is used as a hybrid transmission, the complexity and the production cost of the hybrid transmission can be effectively reduced, and the power performance of the hybrid transmission can be improved and the equivalent oil consumption can be reduced through two-gear speed change.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field, specifically, a kind of transmission, driving system and vehicle. BACKGROUND

[0002] At present, new energy hybrid vehicle of market usually adopts single-gear hybrid transmission, but, this kind of hybrid transmission has the insufficient such as relatively limited power performance, equivalent fuel consumption is higher, and moreover, hybrid transmission mainly adopts wet clutch to realize the switching of series mode and parallel mode, and the structure of wet clutch is complex, cost is high, leading to the complexity degree and production cost of hybrid transmission are also higher. SUMMARY

[0003] The utility model solves the problem: how to reduce its structure complexity degree and production cost under the condition of guaranteeing the power of hybrid transmission.

[0004] To solve the above problem, the utility model provides a kind of transmission, driving system and vehicle.

[0005] First, the utility model provides a kind of transmission, including input shaft, output shaft, multiple gear transmission mechanism, dog tooth clutch, multimode clutch and gear shifting actuator, the dog tooth clutch is set on the input shaft, the multimode clutch is set on the output shaft, the multiple gear transmission mechanism includes one gear assembly and two gear assembly, the one gear assembly is connected with the output shaft, the two gear assembly is connected with the input shaft, the gear shifting actuator is used to drive the dog tooth clutch and the one gear assembly coupling or decoupling, and it is used to drive the multimode clutch and the two gear assembly coupling or decoupling.

[0006] Optionally, the one gear assembly includes one main drive gear and one driven gear, the one main drive gear is sleeved on the input shaft, and the one driven gear is coaxially connected with the output shaft;The dog tooth clutch includes dog tooth combination hub, the dog tooth combination hub is movably arranged on the input shaft, and the one end of the dog tooth combination hub towards the one main drive gear is equipped with first end face tooth structure, the one end of the one main drive gear towards the dog tooth combination hub is equipped with second end face tooth structure, and the gear shifting actuator is used to move the dog tooth combination hub along the axial direction of the input shaft, to make the first end face tooth structure and the second end face tooth structure engage or separate.

[0007] Optionally, the multi-gear transmission mechanism further comprises a three-gear assembly, the multi-mode clutch is located between the two-gear assembly and the three-gear assembly, and is used for selectively coupling or decoupling with one of the two-gear assembly and the three-gear assembly under the driving action of the gear shifting execution mechanism.

[0008] Optionally, the multi-mode clutch comprises a sleeve, an inner hub, a first connecting ring, a second connecting ring, a first protrusion and a second protrusion, the sleeve is sleeved outside the inner hub and connected with the inner hub, the inner hub is sleeved outside the first connecting ring and the second connecting ring and coaxially connected with the output shaft, the first connecting ring and the second connecting ring are arranged in the axial direction of the inner hub and connected with the two-gear assembly and the three-gear assembly respectively, the first protrusion is arranged between the first connecting ring and the inner hub, and the second protrusion is arranged between the second connecting ring and the inner hub, and the gear shifting execution mechanism is used for moving the sleeve relative to the first connecting ring and the second connecting ring in the axial direction of the output shaft;

[0009] The multi-mode clutch has a first engagement position, an intermediate position and a second engagement position, when the multi-mode clutch is located at the first engagement position, the first connecting ring and the inner hub are coupled through the first protrusion, and the second connecting ring and the inner hub are decoupled; when the multi-mode clutch is located at the second engagement position, the second connecting ring and the inner hub are coupled through the second protrusion, and the first connecting ring and the inner hub are decoupled; when the multi-mode clutch is located at the intermediate position, the first connecting ring and the second connecting ring are both decoupled with the inner hub.

[0010] Optionally, a first mounting groove for mounting the first protrusion is arranged between the first connecting ring and the inner hub, a second mounting groove for mounting the second protrusion is arranged between the second connecting ring and the inner hub, the first protrusion is movable relative to the inner hub in the first mounting groove, the second protrusion is movable relative to the inner hub in the second mounting groove, and the first mounting groove comprises a first shallow groove portion and a first deep groove portion arranged in sequence in the axial direction of the inner hub, and the second mounting groove comprises a second shallow groove portion and a second deep groove portion arranged in sequence in the axial direction of the inner hub.

[0011] When the multi-mode clutch is located at the first engagement position, the first protrusion is located at the first deep groove portion and is arranged along the radial direction of the first connecting ring, and the second protrusion is located at the second shallow groove portion and is arranged along the rotation direction of the second connecting ring; when the multi-mode clutch is located at the second engagement position, the first protrusion is located at the first shallow groove portion and is arranged along the rotation direction of the first connecting ring, and the second protrusion is located at the second deep groove portion and is arranged along the radial direction of the second connecting ring; when the multi-mode clutch is located at the intermediate position, the first protrusion is located at the first shallow groove portion, and the second protrusion is located at the second shallow groove portion.

[0012] Optionally, the output shaft comprises a first output shaft and a second output shaft arranged in parallel, the two-gear gear assembly comprises a two-gear driving gear and a two-gear driven gear, the two-gear driving gear is coaxially connected with the input shaft, the two-gear driven gear is sleeved on the first output shaft, the multi-mode clutch is arranged on the first output shaft, the one-gear driven gear is coaxially connected with the second output shaft, and the first output shaft and the second output shaft are respectively used for driving connection with the input end of the differential.

[0013] In a second aspect, the utility model provides a kind of drive system, including power component, differential and as described above transmission, at least one of the input shaft of the transmission and multi-gear transmission mechanism is connected with the output end of the power component, the output shaft of the transmission is connected with the input end of the differential.

[0014] Optionally, the power component includes a first power component, and the output end of the first power component is connected with the input shaft;And / or, the power component includes a second power component, and the output end of the second power component is connected with the three-gear gear assembly of the multi-gear transmission mechanism;And / or, the power component includes a third power component, and the output end of the third power component is connected with the one-gear gear assembly of the multi-gear transmission mechanism.

[0015] Optionally, when the power component includes the first power component, the second power component and the third power component, the first power component is an engine, and the second power component and the third power component are motors.

[0016] In a third aspect, the utility model provides a kind of vehicle, including as described above transmission, or, including as described above drive system.

[0017] The transmission, the driving system and the vehicle have the beneficial effects that: the dog clutch is arranged on the input shaft, the multi-mode clutch is arranged on the output shaft, the shift execution mechanism is utilized to drive the dog clutch and the first gear assembly to be coupled or decoupled, and the multi-mode clutch and the second gear assembly to be coupled or decoupled, so that the dog clutch and the multi-mode clutch with simple structures are utilized to realize two-gear shifting, so that the multi-gear transmission mechanism can be ensured not to be disconnected with the power piece in the shifting process, the hydraulic system required by the wet clutch can be cancelled, the complexity of the hybrid transmission is effectively reduced, and production cost and occupied space can be saved. In addition, when the transmission is used as the hybrid transmission, that is, the input shaft of the transmission is connected with the engine, and the first gear assembly or the second gear assembly of the transmission is connected with the driving motor, in the engine direct drive mode, two-gear shifting can be realized through the multi-gear transmission mechanism, the driving speed of the hybrid vehicle can be adjusted according to the actual road condition, the power performance of the hybrid transmission can be improved, and the equivalent fuel consumption can be reduced. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model;

[0019] Figure 2 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model;

[0020] Figure 3 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model;

[0021] Figure 4 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model;

[0022] Figure 5 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model;

[0023] Figure 6 It is a schematic diagram of the principle of the transmission in the embodiment of the utility model.

[0024] BRIEF DESCRIPTION OF DRAWINGS:

[0025] 1, input shaft; 2, output shaft; 21, first output shaft; 22, second output shaft; 3, multi-gear transmission mechanism; 31, first-gear gear assembly; 311, first-gear driving gear; 3112, second end face tooth structure; 312, first-gear driven gear; 32, second-gear gear assembly; 321, second-gear driving gear; 322, second-gear driven gear; 33, third-gear gear assembly; 331, third-gear driving gear; 332, third-gear driven gear; 34, first transmission gear; 35, second transmission gear; 4, dog clutch; 41, dog clutch hub; 412, first end face tooth structure; 5, multi-mode clutch; 51, gear sleeve; 52, inner hub; 53, first connecting ring; 54, second connecting ring; 55, first protrusion; 56, second protrusion; 57, first mounting groove; 571, first shallow groove part; 572, first deep groove part; 58, second mounting groove; 581, second shallow groove part; 582, second deep groove part;

[0026] 600, differential; 610, differential ring gear; 710, first power member; 720, second power member; 730, third power member. DETAILED DESCRIPTION

[0027] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific embodiments of the present application will be described in detail below with reference to the drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments described herein, on the contrary, these embodiments are provided to make the present application more thorough and complete. It should be understood that the drawings and embodiments of the present application are only for illustrative purposes, and are not intended to limit the scope of protection of the present application.

[0028] The term "comprising" and its variants as used herein are open-ended, that is "including but not limited to"; the term "based on" is "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". Related definitions of other terms will be given in the following description. It should be noted that the "first", "second", etc. concepts mentioned in the present application are only used to distinguish different devices, modules or units, and are not intended to limit the order or interdependence of the functions performed by these devices, modules or units.

[0029] It should be noted that the modification of "one" or "multiple" mentioned in the present application is illustrative and not limiting, and those skilled in the art should understand that unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0030] In the related art, the new energy hybrid vehicle on the market usually adopts a single-gear hybrid transmission, but such a hybrid transmission has the disadvantages of relatively limited power performance and high equivalent fuel consumption, and the hybrid transmission mainly adopts a wet clutch to realize switching between series mode and parallel mode, and the wet clutch has a complex structure and high cost, resulting in high complexity and production cost of the hybrid transmission.

[0031] In view of the problems in the related art, the utility model provides a transmission, a driving system and a vehicle.

[0032] In combination with Figure 1 As shown in the utility model embodiment, the utility model provides a transmission, which comprises an input shaft 1, an output shaft 2, a multi-gear transmission mechanism 3, a dog clutch 4, a multi-mode clutch 5 and a gear shifting execution mechanism, the dog clutch 4 is arranged on the input shaft 1, the multi-mode clutch 5 is arranged on the output shaft 2, the multi-gear transmission mechanism 3 comprises a one-gear gear assembly 31 and a two-gear gear assembly 32, the one-gear gear assembly 31 is connected with the output shaft 2, the two-gear gear assembly 32 is connected with the input shaft 1, and the gear shifting execution mechanism is used to drive the dog clutch 4 to be coupled or decoupled with the one-gear gear assembly 31 and to drive the multi-mode clutch 5 to be coupled or decoupled with the two-gear gear assembly 32.

[0033] Specifically, the one-gear gear assembly 31 and the two-gear gear assembly 32 are usually master-slave gear pairs, wherein the driving gear of the one-gear gear assembly 31 is usually sleeved on the input shaft 1, and the driven gear is coaxially connected with the output shaft 2, and the driving gear of the two-gear gear assembly 32 is coaxially connected with the input shaft 1, and the driven gear is usually sleeved on the output shaft 2. The dog clutch 4 is arranged on the input shaft 1, and the inner and outer spline structures are usually used to form spline connection between the two, so that the two can not only transmit torque, but also slide relative to each other. The multi-mode clutch 5 is arranged on the output shaft 2, and the inner and outer spline structures are usually used to form spline connection between the two. The gear shifting execution mechanism is usually a shift fork assembly, which comprises an execution motor, a reduction gear assembly and a rotating hub connected in sequence, and further comprises a shift fork shaft and a shift fork, the shift fork is arranged on the shift fork shaft and connected with the rotating hub, and the shift fork is provided with two, one shift fork is used to move the dog clutch 4 along the axial direction of the input shaft 1 to make the dog clutch 4 coupled or decoupled with the driving gear of the one-gear gear assembly 31, and the other shift fork is used to drive the multi-mode clutch 5 to be coupled or decoupled with the driving gear of the two-gear gear assembly 32. The output shaft 2 is used to be in driving connection with the input end of the differential 600, so as to transmit torque to the differential 600 and then to the driving wheels of the vehicle.

[0034] More specifically, the output end of the power member such as an electric motor or an engine can be connected with the input shaft 1 or the two-gear gear assembly 32. If the output end of the power member is connected with the input shaft 1, when the dog clutch 4 is coupled with the driving gear of the one-gear gear assembly 31 and the multi-mode clutch 5 is decoupled with the driving gear of the two-gear gear assembly 32, the power output by the power member can be transmitted to the differential 600 through the input shaft 1, the one-gear gear assembly 31 and the output shaft 2 to realize one-gear driving; when the dog clutch 4 is decoupled with the driving gear of the one-gear gear assembly 31 and the multi-mode clutch 5 is coupled with the driving gear of the two-gear gear assembly 32, the power output by the power member can be transmitted to the differential 600 through the input shaft 1, the two-gear gear assembly 32 and the output shaft 2 to realize two-gear driving. If the output end of the power member is connected with the driving gear of the two-gear gear assembly 32, when the dog clutch 4 is coupled with the driving gear of the one-gear gear assembly 31 and the multi-mode clutch 5 is decoupled with the driving gear of the two-gear gear assembly 32, the power output by the power member can be transmitted to the differential 600 through the input shaft 1, the one-gear gear assembly 31 and the output shaft 2 to realize one-gear driving; when the dog clutch 4 is decoupled with the driving gear of the one-gear gear assembly 31 and the multi-mode clutch 5 is coupled with the driving gear of the two-gear gear assembly 32, the power output by the power member can be transmitted to the differential 600 through the two-gear gear assembly 32 and the output shaft 2 to realize two-gear driving. It is also possible that the output end of one power member is connected with the driven gear of the one-gear gear assembly 31 and the output end of another power member is connected with the input shaft 1 or the driving gear of the two-gear gear assembly 32 to realize two-gear driving. Here, no specific limitation is made and the actual application can be designed according to the needs.

[0035] The transmission in the embodiment can realize two-gear transmission by arranging the dog clutch 4 on the input shaft 1 and the multi-mode clutch 5 on the output shaft 2 and driving the dog clutch 4 to be coupled with or decoupled from the one-gear gear assembly 31 and the multi-mode clutch 5 to be coupled with or decoupled from the two-gear gear assembly 32 by using the gear shifting actuator, so that the dog clutch 4 and the multi-mode clutch 5 with simple structure are used to realize two-gear transmission, which not only ensures that the multi-gear transmission mechanism 3 does not need to be disconnected from the power member during gear shifting, but also cancels the hydraulic system required by the wet clutch, effectively reduces the complexity of the hybrid transmission, and also saves production cost and reduces the occupied space. In addition, when the transmission is used as a hybrid transmission, i.e., the input shaft 1 of the transmission is connected with the engine and the one-gear gear assembly 31 or the two-gear gear assembly 32 of the transmission is connected with the driving motor, in the engine direct drive mode, two-gear transmission can be realized through the multi-gear transmission mechanism 3, which is convenient for the hybrid vehicle to adjust the driving speed according to the actual road conditions, which not only improves the power performance of the hybrid transmission, but also reduces the equivalent fuel consumption.

[0036] Optionally, in combination with Figure 1 and Figure 2As shown, the first-gear gear assembly 31 comprises a first-gear driving gear 311 and a first-gear driven gear 312, the first-gear driving gear 311 is sleeved on the input shaft 1, and the first-gear driven gear 312 is coaxially connected with the output shaft 2; the dog clutch 4 comprises a dog clutch hub 41, the dog clutch hub 41 is movably arranged on the input shaft 1, and the dog clutch hub 41 is provided with a first end face tooth structure 412 at one end thereof facing the first-gear driving gear 311, and the first-gear driving gear 311 is provided with a second end face tooth structure 3112 at one end thereof facing the dog clutch hub 41, and the gear shifting actuator is used to move the dog clutch hub 41 along the axial direction of the input shaft 1 to make the first end face tooth structure 412 engage or disengage with the second end face tooth structure 3112.

[0037] In the alternative embodiment, the dog clutch hub 41 is usually connected with the input shaft 1 by using involute spline, so that the dog clutch hub 41 can move along the axial direction of the input shaft 1, and the dog clutch hub 41 is usually positioned by using spring positioning block. The end face of the dog clutch hub 41 is provided with the first end face tooth structure 412, and the end face of the first-gear driving gear 311 is provided with the second end face tooth structure 3112. When the vehicle needs the first gear, the dog clutch hub 41 is moved along the input shaft 1 by using the gear shifting actuator such as yoke to make the first end face tooth structure 412 on the dog clutch hub 41 engage with the second end face tooth structure 3112 on the first-gear driving gear 311, so that the power from the input shaft 1 is transmitted to the first-gear driving gear 311; when the vehicle needs the second gear, the dog clutch hub 41 is reversely moved by using the gear shifting actuator to make the first end face tooth structure 412 on the dog clutch hub 41 disengage with the second end face tooth structure 3112 on the first-gear driving gear 311, so that the power from the input shaft 1 is not transmitted to the first-gear driving gear 311, and the gear shifting actuator is used to drive the multi-mode clutch 5 to couple with the second-gear gear assembly 32 to transmit the power to the second-gear gear assembly 32.

[0038] Optionally, the dog clutch hub 41 is provided with a plurality of first end face tooth structures 412, and the first-gear driving gear 311 is provided with a plurality of second end face tooth structures 3112. Figure 1 As shown, the multi-gear transmission mechanism 3 further comprises a third-gear gear assembly 33, the third-gear gear assembly 33 is connected with the input shaft 1, and the multi-mode clutch 5 is located between the second-gear gear assembly 32 and the third-gear gear assembly 33 and is used to selectively couple or decouple with one of the second-gear gear assembly 32 and the third-gear gear assembly 33 under the driving action of the gear shifting actuator.

[0039] In the alternative embodiment, when the vehicle needs the third gear, the shift actuator is used to drive the dog clutch hub 41 to be separated from the first drive gear 311, and drive the multi-mode clutch 5 to be coupled with the third gear assembly 33, so that the power is transmitted to the third gear assembly 33. In this way, by arranging the third gear assembly 33 on the input shaft 1, and making the multi-mode clutch 5 selectively coupled with or decoupled from one of the second gear assembly 32 and the third gear assembly 33, the multi-mode clutch 5 is used to realize the switching between the second gear and the third gear, so that the transmission can realize the three-gear transmission.

[0040] Alternatively, as shown in Figure 3 and Figure 6 As shown in the figure, the output shaft 2 includes a first output shaft 21 and a second output shaft 22 arranged in parallel, the second gear assembly 32 includes a second drive gear 321 and a second driven gear 322, the second drive gear 321 is coaxially connected with the input shaft 1, the second driven gear 322 is sleeved on the first output shaft 21, the multi-mode clutch 5 is arranged on the first output shaft 21, the first driven gear 312 is coaxially connected with the second output shaft 22, and the first output shaft 21 and the second output shaft 22 are respectively used for transmission connection with the input end of the differential 600.

[0041] In the alternative embodiment, by sleeving the first drive gear 311 on the input shaft 1, coaxially connecting the second drive gear 321 and the third gear assembly 33 with the input shaft 1 respectively, and coaxially connecting the first driven gear 312 with the second output shaft 22, and sleeving the second driven gear 322 on the first output shaft 21, the input shaft 1, the first output shaft 21 and the second output shaft 22 are arranged in a triangular distribution, that is, the three shafts are arranged in parallel and not coplanar. This arrangement not only can reduce the occupied space of the transmission, make the structure of the transmission more compact, but also can make the lengths of the three shafts be relatively short, so as to reduce the axial dimension of the transmission, further make the structure of the transmission more compact, and facilitate the arrangement; in addition, arranging the multi-mode clutch 5 on the first output shaft 21 can facilitate the coupling or decoupling of the multi-mode clutch 5 and the second driven gear 322.

[0042] Further, as shown in Figure 1 As shown in the figure, the third gear assembly 33 includes a third drive gear 331 and a third driven gear 332, the third drive gear 331 is coaxially connected with the input shaft 1, and the third driven gear 332 is sleeved on the first output shaft 21. In this way, the arrangement of the third gear assembly 33 in the transmission is realized.

[0043] Further, as shown in Figure 1As shown, the multi-gear transmission mechanism 3 further comprises a first transmission gear 34 and a second transmission gear 35, which are respectively arranged on the first output shaft 21 and the second output shaft 22 and are respectively used for connecting with the input end of the differential 600. In this way, the transmission connection between the first output shaft 21 and the differential 600 and between the second output shaft 22 and the differential 600 is achieved.

[0044] Optionally, in combination with Figure 1 and Figure 3 As shown, the multi-mode clutch 5 comprises a sleeve 51, an inner hub 52, a first connecting ring 53, a second connecting ring 54, a first protrusion 55 and a second protrusion 56, the sleeve 51 is sleeved outside the inner hub 52 and connected with the inner hub 52, the inner hub 52 is sleeved outside the first connecting ring 53 and the second connecting ring 54 and coaxially connected with the output shaft 2, the first connecting ring 53 and the second connecting ring 54 are arranged in the axial direction of the inner hub 52 and connected with the two-gear gear assembly 32 and the three-gear gear assembly 33 respectively, the first protrusion 55 is arranged between the first connecting ring 53 and the inner hub 52, and the second protrusion 56 is arranged between the second connecting ring 54 and the inner hub 52, and the gear shifting actuator is used to move the sleeve 51 relative to the first connecting ring 53 and the second connecting ring 54 along the axial direction of the output shaft 2;

[0045] The multi-mode clutch 5 has a first engagement position, an intermediate position and a second engagement position, when the multi-mode clutch 5 is in the first engagement position, the first connecting ring 53 and the inner hub 52 are coupled through the first protrusion 55, and the second connecting ring 54 and the inner hub 52 are decoupled; when the multi-mode clutch 5 is in the second engagement position, the second connecting ring 54 and the inner hub 52 are coupled through the second protrusion 56, and the first connecting ring 53 and the inner hub 52 are decoupled; when the multi-mode clutch 5 is in the intermediate position, the first connecting ring 53 and the second connecting ring 54 are both decoupled from the inner hub 52.

[0046] In this optional embodiment, an annular groove is generally arranged on the outer wall of the sleeve 51 in the circumferential direction, a yoke in the gear shifting actuator is generally inserted into the annular groove, and the sleeve 51 can rotate relative to the yoke. The inner hub 52 has an inner ring and an outer ring connected with each other, wherein the sleeve 51 is fixedly connected with the outer ring of the inner hub 52 through a connecting pin, so that the inner hub 52 can move together with the sleeve 51, the inner ring of the inner hub 52 is formed in spline connection with the first output shaft 21 through a spline structure, the first connecting ring 53 and the second connecting ring 54 are arranged in the axial direction of the inner hub 52 and are spaced between the inner ring and the outer ring of the inner hub 52, the first protrusion 55 is arranged between the first connecting ring 53 and the outer ring of the inner hub 52, and the second protrusion 56 is arranged between the second connecting ring 54 and the outer ring of the inner hub 52. Moreover, the first connecting ring 53 and the second connecting ring 54 are generally formed in spline connection with the two-gear driven gear 322 and the three-gear driven gear 332 respectively through a spline structure. As Figure 3As shown, in the initial state, the multi-mode clutch 5 is located in the intermediate position, which is equivalent to the sleeve 51 and the inner hub 52 also being located in the intermediate position, at this time, the first connecting ring 53 and the second connecting ring 54 are both decoupled from the inner hub 52 (i.e., the connecting ring can rotate freely relative to the inner hub 52, so that the torque of the connecting ring cannot be transmitted to the inner hub 52), so as to switch to the first gear for driving by using the dog clutch 4; when the gear shifting actuator moves the sleeve 51 to the right, the sleeve 51 moves the inner hub 52 together, so that the inner hub 52 approaches the first connecting ring 53, until the first connecting ring 53 and the inner hub 52 are coupled by the first protrusion 55, at this time, the multi-mode clutch 5 is located in the first engagement position, the first connecting ring 53 can drive the inner hub 52 to rotate together, so that the torque transmitted to the first connecting ring 53 from the second driven gear 322 can be transmitted to the inner hub 52, and then to the first output shaft 21, realizing the driving of the second gear; when the gear shifting actuator moves the sleeve 51 to the left, the sleeve 51 moves the inner hub 52 together, so that the inner hub 52 approaches the second connecting ring 54, until the second connecting ring 54 and the inner hub 52 are coupled by the second protrusion 56, at this time, the multi-mode clutch 5 is located in the second engagement position, the second connecting ring 54 can drive the inner hub 52 to rotate together, so that the torque transmitted to the second connecting ring 54 from the third driven gear 332 can be transmitted to the inner hub 52, and then to the first output shaft 21, realizing the driving of the third gear. In this way, the multi-mode clutch 5 is switched between the first engagement position, the intermediate position and the second engagement position by moving the sleeve 51 in the axial direction, so as to switch between the second gear and the third gear by using the multi-mode clutch 5, which is simple and convenient to operate.

[0047] Optionally, in combination with Figures 3 to 5 As shown, the first connecting ring 53 and the inner hub 52 are provided with a first mounting groove 57 for mounting the first protrusion 55, the second connecting ring 54 and the inner hub 52 are provided with a second mounting groove 58 for mounting the second protrusion 56, the first protrusion 55 can move in the first mounting groove 57 relative to the inner hub 52, the second protrusion 56 can move in the second mounting groove 58 relative to the inner hub 52, and the first mounting groove 57 includes a first shallow groove part 571 and a first deep groove part 572 arranged in sequence along the axial direction of the inner hub 52, and the second mounting groove 58 includes a second shallow groove part 581 and a second deep groove part 582 arranged in sequence along the axial direction of the inner hub 52;

[0048] When the multi-mode clutch 5 is in the first engagement position, the first protrusion 55 is located at the first deep groove 572 and is arranged radially along the first connecting ring 53, and the second protrusion 56 is located at the second shallow groove 581 and is arranged inclined along the rotation direction of the second connecting ring 54; when the multi-mode clutch 5 is in the second engagement position, the first protrusion 55 is located at the first shallow groove 571 and is arranged inclined along the rotation direction of the first connecting ring 53, and the second protrusion 56 is located at the second deep groove 582 and is arranged radially along the second connecting ring 54; when the multi-mode clutch 5 is in the intermediate position, the first protrusion 55 is located at the first shallow groove 571 and the second protrusion 56 is located at the second shallow groove 581.

[0049] In this optional embodiment, the first protrusion 55 and the second protrusion 56 have the same structure and the same relative movement within their respective mounting slots. For ease of description, the first protrusion 55 and the first mounting slot 57 are used as examples. In the radial direction of the inner hub 52, the size of the first shallow groove portion 571 of the first mounting slot 57 is smaller than the size of the first deep groove portion 572. When the gear sleeve 51 moves the inner hub 52 to the right, so that the first protrusion 55 is located at the first shallow groove portion 571 of the first mounting slot 57, the first protrusion 55 is inclined along the rotation direction of the first connecting ring 53, such as... Figure 5 As shown, where, Figure 5 The middle arrow indicates the rotation direction of the first connecting ring 53. At this time, the first connecting ring 53 can rotate freely relative to the inner hub 52, that is, the first connecting ring 53 and the inner hub 52 are decoupled. When the gear sleeve 51 drives the inner hub 52 to move to the left, so that the first protrusion 55 is located at the first deep groove 572, the first protrusion 55 is arranged radially along the first connecting ring 53 under the action of, for example, a spring piece, which is equivalent to the first protrusion 55 being in an upright state. At this time, the two ends of the first protrusion 55 abut against the outer rings of the first connecting ring 53 and the inner hub 52, respectively. That is, the first connecting ring 53 and the inner hub 52 are coupled through the first protrusion 55, so that the first connecting ring 53 can drive the inner hub 52 to rotate together. In this way, by setting the mounting groove to include both a shallow groove and a deep groove, the protrusion has an inclined state and an upright state, so as to use the different states of the protrusion to cooperate with the connecting ring and the inner hub 52 to achieve the coupling and decoupling of the first connecting ring 53 and the inner hub 52.

[0050] Furthermore, the first protrusion 55 and the second protrusion 56 are wedges. This arrangement allows the wedge-shaped surface of the wedges to guide the protrusions as they move axially relative to the mounting groove along the inner hub 52, enabling the protrusions to switch more smoothly between the shallow and deep sections of the mounting groove.

[0051] Combination Figure 6As shown, the driving system provided by the embodiment of the utility model comprises a power component, a differential 600 and the transmission as described above, at least one of the input shaft 1 of the transmission and the multi-gear transmission mechanism 3 is connected with the output end of the power component, the output shaft 2 of the transmission is connected with the input end of the differential 600.

[0052] In the embodiment, the output end of the power component is in driving connection with at least one of the input shaft 1 of the transmission, the one-gear gear assembly 31 and the two-gear gear assembly 32, and the output shaft 2 of the transmission is in driving connection with the differential gear ring 610 of the differential 600, so that the power output by the power component can be transmitted to the differential 600 through the transmission and then transmitted to the driving wheels of the vehicle. The power component can be at least one of a driving motor and an engine, which is not limited here. When the power component only comprises the engine, the driving system of the embodiment is applicable to a conventional fuel vehicle, when the power component only comprises the driving motor, the driving system of the embodiment is applicable to a pure electric vehicle, and when the power component comprises the driving motor and the engine, the driving system of the embodiment is applicable to a hybrid vehicle. In addition, the driving system of the embodiment has the same beneficial effects as the transmission described above relative to the prior art, which will not be described here again.

[0053] Optionally, in combination with Figure 6 As shown, the power component comprises a first power member 710, the output end of the first power member 710 is connected with the input shaft 1, and / or the power component comprises a second power member 720, the output end of the second power member 720 is connected with the three-gear gear assembly 33 of the multi-gear transmission mechanism 3, and / or the power component comprises a third power member 730, the output end of the third power member 730 is connected with the one-gear gear assembly 31 of the multi-gear transmission mechanism 3. In this way, the connection between the first power member 710, the second power member 720 and the third power member 730 and the transmission is realized, and meanwhile, it can also be ensured that any one of the three power members can realize two-gear driving when it is driven alone.

[0054] Optionally, in combination with Figure 6 As shown, when the power component comprises the first power member 710, the second power member 720 and the third power member 730, the first power member 710 is an engine, and the second power member 720 and the third power member 730 are motors.

[0055] In the optional embodiment, the power components include an engine and two motors, which makes the driving system of the embodiment suitable for a hybrid vehicle, and the transmission is a hybrid transmission. Specifically, the first power component 710 is an engine, the crankshaft of the engine is usually provided with a double-mass flywheel spline structure, the double-mass flywheel spline structure is in spline connection with the input shaft 1 of the transmission; the second power component 720 and the third power component 730 are both motors, the motor shafts of the motors are usually gear shafts, the second power component 720 and the third power component 730 are referred to as a first motor and a second motor respectively, the gear on the motor shaft of the first motor is in meshing connection with the three-gear driving gear 331 of the transmission, and the gear on the motor shaft of the second motor is in meshing connection with the one-gear driven gear 312 of the transmission, wherein the first motor is usually a driving motor, and the second motor can usually serve as a generator or a driving motor. When the driving system is driven by the first motor and / or the second motor, the driving system is in pure electric driving mode; when the driving system is driven by the engine, the driving system is in engine direct driving mode, in which mode the driving system can realize multi-gear driving such as two-gear or three-gear driving; when the driving system is driven by at least one of the first motor and the second motor and the engine, the driving system is in parallel driving mode.

[0056] In this way, the driving system can be applied to a hybrid vehicle to realize three different driving modes of pure electric driving mode, engine direct driving mode and parallel driving mode, so that the hybrid vehicle can select a suitable driving mode to drive the vehicle to travel according to an actual working condition, thereby ensuring that the driving system can meet the use requirements in different working conditions, and in the engine direct driving mode, the multi-gear transmission mechanism 3 can be used to realize multi-gear speed regulation, so that the hybrid vehicle can regulate the travel speed according to an actual road condition, which not only can improve the power performance of the hybrid vehicle, but also can reduce the equivalent fuel consumption of the hybrid vehicle.

[0057] The vehicle provided in the embodiment of the utility model comprises the transmission described above, or comprises the driving system described above.

[0058] The vehicle of the embodiment has the same beneficial effects as the transmission described above, which will not be repeated here.

[0059] Although the utility model discloses as above, the protection scope of the utility model is not limited to this. The person skilled in the art can make various changes and modifications without departing from the spirit and scope of the utility model, and these changes and modifications will all fall into the protection scope of the utility model.

Claims

1. A transmission, characterized in that, The device includes an input shaft (1), an output shaft (2), a multi-gear transmission mechanism (3), a dog clutch (4), a multi-mode clutch (5), and a shifting actuator. The dog clutch (4) is mounted on the input shaft (1), and the multi-mode clutch (5) is mounted on the output shaft (2). The multi-gear transmission mechanism (3) includes a first gear assembly (31) and a second gear assembly (32). The first gear assembly (31) is connected to the output shaft (2), and the second gear assembly (32) is connected to the input shaft (1). The shifting actuator is used to drive the dog clutch (4) to couple or decouple from the first gear assembly (31), and to drive the multi-mode clutch (5) to couple or decouple from the second gear assembly (32).

2. The transmission according to claim 1, characterized in that, The first gear assembly (31) includes a first driving gear (311) and a first driven gear (312). The first driving gear (311) is loosely fitted on the input shaft (1), and the first driven gear (312) is coaxially connected to the output shaft (2). The dog clutch (4) includes a dog engagement hub (41). The dog engagement hub (41) is movably disposed on the input shaft (1), and the end of the dog engagement hub (41) facing the first driving gear (311) is provided with a first end face tooth structure (412), and the end of the first driving gear (311) facing the dog engagement hub (41) is provided with a second end face tooth structure (3112). The shifting actuator is used to move the dog engagement hub (41) axially along the input shaft (1) so that the first end face tooth structure (412) and the second end face tooth structure (3112) mesh or disengage.

3. The transmission according to claim 1, characterized in that, The multi-gear transmission mechanism (3) further includes a three-gear assembly (33), which is connected to the input shaft (1). The multi-mode clutch (5) is located between the two-gear assembly (32) and the three-gear assembly (33) and is used to selectively couple or decouple from one of the two-gear assembly (32) and the three-gear assembly (33) under the driving action of the shifting actuator.

4. The transmission according to claim 3, characterized in that, The multi-mode clutch (5) includes a gear sleeve (51), an inner hub (52), a first connecting ring (53), a second connecting ring (54), a first protrusion (55), and a second protrusion (56). The gear sleeve (51) is fitted outside the inner hub (52) and connected to the inner hub (52). The inner hub (52) is fitted outside the first connecting ring (53) and the second connecting ring (54) and coaxially connected to the output shaft (2). The first connecting ring (53) and the second connecting ring (54) are along the inner hub. The hubs (52) are axially spaced and connected to the second gear assembly (32) and the third gear assembly (33) respectively. The first protrusion (55) is located between the first connecting ring (53) and the inner hub (52), and the second protrusion (56) is located between the second connecting ring (54) and the inner hub (52). The shifting actuator is used to move the gear sleeve (51) relative to the first connecting ring (53) and the second connecting ring (54) along the axial direction of the output shaft (2). The multi-mode clutch (5) has a first engagement position, an intermediate position, and a second engagement position. When the multi-mode clutch (5) is in the first engagement position, the first connecting ring (53) and the inner hub (52) are coupled through the first protrusion (55), and the second connecting ring (54) and the inner hub (52) are decoupled. When the multi-mode clutch (5) is in the second engagement position, the second connecting ring (54) and the inner hub (52) are coupled through the second protrusion (56), and the first connecting ring (53) and the inner hub (52) are decoupled. When the multi-mode clutch (5) is in the intermediate position, both the first connecting ring (53) and the second connecting ring (54) are decoupled from the inner hub (52).

5. The transmission according to claim 4, characterized in that, A first mounting groove (57) for mounting the first protrusion (55) is provided between the first connecting ring (53) and the inner hub (52), and a second mounting groove (58) for mounting the second protrusion (56) is provided between the second connecting ring (54) and the inner hub (52). The first protrusion (55) can move relative to the inner hub (52) within the first mounting groove (57), and the second protrusion (56) can move relative to the inner hub (52) within the second mounting groove (58). The first mounting groove (57) includes a first shallow groove portion (571) and a first deep groove portion (572) arranged sequentially along the axial direction of the inner hub (52), and the second mounting groove (58) includes a second shallow groove portion (581) and a second deep groove portion (582) arranged sequentially along the axial direction of the inner hub (52). When the multi-mode clutch (5) is in the first engagement position, the first protrusion (55) is located at the first deep groove (572) and is arranged radially along the first connecting ring (53), and the second protrusion (56) is located at the second shallow groove (581) and is arranged obliquely along the rotation direction of the second connecting ring (54); when the multi-mode clutch (5) is in the second engagement position, the first protrusion (55) is located at the first shallow groove (571) and is arranged obliquely along the rotation direction of the first connecting ring (53), and the second protrusion (56) is located at the second deep groove (582) and is arranged radially along the second connecting ring (54); when the multi-mode clutch (5) is in the intermediate position, the first protrusion (55) is located at the first shallow groove (571), and the second protrusion (56) is located at the second shallow groove (581).

6. The transmission according to claim 2, characterized in that, The output shaft (2) includes a first output shaft (21) and a second output shaft (22) arranged in parallel. The second gear assembly (32) includes a second-speed driving gear (321) and a second-speed driven gear (322). The second-speed driving gear (321) is coaxially connected to the input shaft (1). The second-speed driven gear (322) is loosely fitted on the first output shaft (21). The multi-mode clutch (5) is arranged on the first output shaft (21). The first-speed driven gear (312) is coaxially connected to the second output shaft (22). The first output shaft (21) and the second output shaft (22) are respectively used for transmission connection with the input end of the differential (600).

7. A drive system, characterized in that, The transmission includes a power unit, a differential (600), and a transmission as described in any one of claims 1-6, wherein at least one of the input shaft (1) and the multi-gear transmission mechanism (3) of the transmission is connected to the output end of the power unit, and the output shaft (2) of the transmission is connected to the input end of the differential (600).

8. The drive system according to claim 7, characterized in that, The power component includes a first power component (710), the output end of which is connected to the input shaft (1); and / or, the power component includes a second power component (720), the output end of which is connected to the third gear assembly (33) of the multi-gear transmission mechanism (3); and / or, the power component includes a third power component (730), the output end of which is connected to the first gear assembly (31) of the multi-gear transmission mechanism (3).

9. The drive system according to claim 8, characterized in that, When the power components include the first power component (710), the second power component (720), and the third power component (730), the first power component (710) is an engine, and the second power component (720) and the third power component (730) are electric motors.

10. A vehicle, characterized in that, It includes the transmission as described in any one of claims 1-6, or the drive system as described in any one of claims 7-9.

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