Transmission, power system and vehicle

Abstract

The utility model discloses a transmission, a power system and a vehicle. The transmission includes a first shaft, a first clutch, and a second shaft. And a first bearing is arranged on the first shaft. The first clutch comprises a driving assembly, a first joint part, a second joint part and an elastic part, one of the driving assembly and the elastic part is used for providing an acting force for coupling the first joint part and the second joint part, and the other one of the driving assembly and the elastic part is used for providing an acting force for disconnecting the first joint part and the second joint part; the first joint part is arranged on the first shaft, and the driving assembly and the first bearing are at least partially overlapped in the radial direction of the first shaft. The second joint part is arranged on the second shaft. According to the power system, the driving assembly and the first bearing are at least partially overlapped in the radial direction of the first shaft, so that the space size occupied by the first clutch in the axial direction of the first shaft can be reduced, arrangement of the first clutch and the first bearing is more compact, and miniaturization of the power system is facilitated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power distribution, and more particularly, to a transmission, a power system and a vehicle. BACKGROUND

[0002] Hybrid electric vehicles, such as plug-in hybrid electric vehicles, are favored by users due to their advantages of reducing fuel consumption and increasing driving range. In the related art, the power system of a hybrid electric vehicle mainly includes a transmission, an engine, a generator and a drive motor. The power of the three power assemblies, i.e., the engine, the generator and the drive motor, can be flexibly output (such as being output separately or being superimposed on each other) through the transmission. In order to ensure the stability of the power output of the three power assemblies, the structural design of the transmission is usually complex, for example, the transmission includes at least two clutches, which results in a large space size occupied by the transmission, which is not conducive to the miniaturization of the power system. SUMMARY

[0003] The embodiments of the present application provide a transmission, a power system and a vehicle to solve at least one of the above technical problems.

[0004] The embodiments of the present application provide a transmission, which includes a first shaft, a first clutch and a second shaft. The first shaft is provided with a first bearing. The first clutch includes a driving assembly, a first engaging part, a second engaging part and an elastic member, one of the driving assembly and the elastic member is used to provide a coupling force of the first engaging part and the second engaging part, and the other of the driving assembly and the elastic member is used to provide a decoupling force of the first engaging part and the second engaging part. The first engaging part is arranged on the first shaft along the radial direction of the first shaft, and the driving assembly and the first bearing are at least partially overlapped. The second engaging part is arranged on the second shaft.

[0005] In some embodiments, the driving assembly and the first bearing are arranged in a stack along the radial direction of the first shaft.

[0006] In some embodiments, the transmission further includes a second clutch and a first gear. The second clutch includes a third engaging part and a fourth engaging part, and the third engaging part is arranged on the second shaft. The first gear is sleeved on the second shaft, and the first gear is connected with the fourth engaging part.

[0007] In some embodiments, the first gear and the second clutch partially overlap in the radial direction of the first shaft.

[0008] In some embodiments, the transmission further includes a second gear, and the second gear is arranged on the second shaft.

[0009] In some embodiments, the second gear overlaps with the second clutch portion in a radial direction of the first shaft.

[0010] In some embodiments, the transmission further comprises a third gear and a third shaft. The third gear is engaged with the second gear. An end of the third shaft is provided with a second bearing, and the second clutch and the first gear are located between the second bearing and the third gear.

[0011] In some embodiments, the driving assembly is located between the second bearing and the first bearing.

[0012] In some embodiments, the transmission further comprises an end cover, which is arranged on the first bearing and is provided with a cavity for accommodating at least part of the driving assembly.

[0013] In some embodiments, the elastic member is configured to provide a coupling force between the first engaging component and the second engaging component, and the driving assembly is configured to provide a decoupling force between the first engaging component and the second engaging component.

[0014] In some embodiments, the first clutch further comprises a cage assembly, which is arranged between the first engaging component and the second engaging component and has a first state and a second state. In the first state, the first engaging component and the second engaging component are coupled by the cage assembly, and in the second state, the first engaging component and the second engaging component are decoupled.

[0015] In some embodiments, the driving assembly comprises an electromagnet and a moving member, the moving member is connected to the first engaging component through the elastic member, in the case that the electromagnet is de-energized, the elastic member is in a compressed or natural state, and the cage assembly is in the first state; in the case that the electromagnet is energized, the electromagnet drives the moving member to move towards the first engaging component, and the cage assembly is switched to the second state; in the case that the electromagnet is switched from energized to de-energized, the elastic member drives the moving member to move away from the first engaging component, so as to switch the cage assembly to the first state.

[0016] In some embodiments, the first engaging component is connected to the first shaft through a connecting portion, the first engaging component and the connecting portion are relatively movable in an axial direction of the first shaft, and the first engaging component and the connecting portion are relatively fixed in a radial direction of the first shaft, and the elastic member is connected between the first engaging component and the connecting portion.

[0017] In some embodiments, the driving assembly includes an electromagnet and a pushing member, the pushing member is connected with the first engaging member, when the electromagnet is powered off, the elastic member drives the first engaging member to couple with the second engaging member; when the electromagnet is powered on, the electromagnet drives the pushing member to move the first engaging member away from the second engaging member, so as to decouple the first engaging member from the second engaging member; when the electromagnet is switched from powered on to powered off, the elastic member drives the first engaging member to move towards the second engaging member, so as to recouple the first engaging member with the second engaging member.

[0018] In some embodiments, the elastic member is configured to provide a force for decoupling the first engaging member from the second engaging member, and the driving assembly is configured to provide a force for coupling the first engaging member with the second engaging member.

[0019] In some embodiments, the elastic member is connected between the first engaging member and the second engaging member, and the driving assembly includes an electromagnet and a transmission member, the transmission member is detachably connected with the first engaging member, when the electromagnet is powered off, the elastic member drives the first engaging member to separate from the second engaging member, so as to decouple the first engaging member from the second engaging member; when the electromagnet is powered on, the electromagnet drives the transmission member to move the first engaging member towards the second engaging member, so as to couple the first engaging member with the second engaging member; when the electromagnet is switched from powered on to powered off, the elastic member drives the first engaging member to move away from the second engaging member, so as to decouple the first engaging member from the second engaging member.

[0020] In some embodiments, the elastic member is connected between the first engaging member and the second engaging member, and an oil passage is provided on an end cover of the transmission; the driving assembly includes a piston and a pushing ring, the piston is arranged in a cavity of the end cover, and the pushing ring is detachably connected with the first engaging member, when the oil passage is configured to allow oil to flow out of the cavity, the elastic member drives the first engaging member to separate from the second engaging member, so as to decouple the first engaging member from the second engaging member; when the oil passage is configured to allow oil to flow into the cavity, the piston drives the pushing ring to move the first engaging member towards the second engaging member, so as to couple the first engaging member with the second engaging member; when the oil passage is switched from the state of allowing oil to flow into the cavity to the state of allowing oil to flow out of the cavity, the elastic member drives the first engaging member to move away from the second engaging member, so as to decouple the first engaging member from the second engaging member.

[0021] The power system according to any one of the above-mentioned embodiments.

[0022] In some embodiments, the power system further comprises an engine, a generator and a drive motor, the connection between the engine and the transmission is disconnected, and the generator and the drive motor jointly output power when the first clutch is in the disconnected state and the second clutch of the transmission is in the coupled state.

[0023] In some embodiments, the generator outputs power when the first clutch is in the disconnected state and the second clutch is in the coupled state. The drive motor outputs power when the first clutch is in the disconnected state and the second clutch is in the disconnected state.

[0024] The vehicle according to any one of the above-mentioned embodiments comprises the transmission according to any one of the above-mentioned embodiments; or, the vehicle according to any one of the above-mentioned embodiments comprises the power system according to any one of the above-mentioned embodiments.

[0025] In the transmission, the power system and the vehicle according to the embodiments of the present application, the first bearing is provided, and the driving assembly of the first clutch and the first bearing are at least partially overlapped in the radial direction of the first shaft, so that the space occupied by the first clutch in the axial direction of the first shaft can be reduced, and the arrangement of the first clutch and the first bearing is more compact, which is conducive to the miniaturization of the power system. Meanwhile, the compact structure is also conducive to improving the stability and reliability of the power system.

[0026] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0027] The above-mentioned and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings in which:

[0028] Figure 1 is a structural schematic diagram of a vehicle according to some embodiments of the present application;

[0029] Figure 2 is a structural schematic diagram of a power system according to some embodiments of the present application;

[0030] Figure 3 is a sectional view of a first embodiment of the power system according to the present application;

[0031] Figure 4 is an enlarged view of part A in Figure 3

[0032] ​Figure 5 is a partial sectional schematic view of a second embodiment of the power system of the present application;

[0033] Figure 6 is a partial sectional schematic view of a third embodiment of the power system of the present application;

[0034] Figure 7 is a partial sectional schematic view of a fourth embodiment of the power system of the present application.

[0035] Main element symbol explanation:

[0036] 1000 vehicle;

[0037] 100 power system; 300 vehicle body; 500 vehicle wheel;

[0038] 10 transmission;

[0039] 111 first shaft; 113 second shaft; 115 third shaft;

[0040] 121 first bearing; 123 second bearing;

[0041] 13 first clutch, 131 drive assembly, 1311 electromagnet, 1313 moving piece, 1315 pushing piece, 1317 transmission piece, 1318 piston, 1319 push ring, 132 first engaging part, 133 second engaging part, 134 elastic piece, 135 retainer assembly, 136 connecting part;

[0042] 14 end cover, 141 cavity, 143 oil passage;

[0043] 15 second clutch, 151 third engaging part, 153 fourth engaging part;

[0044] 161 first gear; 162 second gear; 163 third gear; 164 fourth gear;

[0045] 17 thrust bearing;

[0046] 18 needle bearing;

[0047] 19 differential;

[0048] 20 engine; 30 generator; 40 drive motor. DETAILED DESCRIPTION

[0049] In order to make the above objectives, features and advantages of the present application more clear and comprehensible, the detailed description of the specific embodiments of the present application is made below in conjunction with the accompanying drawings. In the following description, a lot of specific details are set forth in order to fully understand the present application. However, the present application can be implemented in many other different ways than those described herein, and those skilled in the art can make similar improvements without departing from the spirit of the present application, and therefore the present application is not limited to the specific embodiments disclosed below.

[0050] In the description of the present application, it should be understood that the terms "center", "length", "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0051] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0052] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0053] In the present application, unless otherwise explicitly specified and limited, the first feature "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0054] Hybrid electric vehicles, such as plug-in hybrid electric vehicles, are widely favored by users due to their advantages of reducing fuel consumption, increasing mileage, etc. In the related art, the power system of a hybrid electric vehicle mainly includes a transmission, an engine, a generator and a drive motor. Among them, the power of the three power assemblies of the engine, the generator and the drive motor can be flexibly output (such as separate output or mutual superimposed output, etc.) through the transmission. In order to ensure the stability of the power output of the three power assemblies, the structural design of the transmission is usually complex, for example, the transmission includes at least two clutches, resulting in a larger space size occupied by the transmission, which is not conducive to the miniaturization of the power system. To solve the above problems, please refer to Figure 1 The embodiments of the present application provide a transmission 10, a power system 100 and a vehicle 1000.

[0055] Please refer to Figure 1 The vehicle 1000 of the embodiments of the present application includes a power system 100. Among them, the vehicle 1000 includes but is not limited to passenger vehicles such as pure electric vehicles, hybrid electric vehicles, etc., or large engineering vehicles with not very harsh working conditions, etc. The hybrid electric vehicle can refer to a hybrid electric vehicle (HEV), that is, a traditional internal combustion engine (diesel engine or gasoline engine) and a drive motor are used as a power source, and some engines 40 are modified to use other alternative fuels, such as compressed natural gas, propane and ethanol fuel, etc. Of course, the hybrid electric vehicle can also refer to a range extended vehicle, etc.

[0056] Further, in some embodiments, the vehicle 1000 further includes a vehicle body 300 and wheels 500, the wheels 500 are arranged on the vehicle body 300 and can move relative to the vehicle body 300 to realize the movement (such as forward, backward or turning, etc.) of the vehicle 1000. The power system 100 is arranged on the vehicle body 300 and connected with the wheels 500, and the power system 100 can provide power for the movement of the wheels 500 relative to the vehicle body 300, that is, under the condition that the power system 100 normally operates, the power system 100 can output power to the wheels 500 to drive the wheels 500 to move relative to the vehicle body 300.

[0057] Please refer to Figure 2 In some embodiments of the present application, the power system 100 can include two motors, which are the generator 30 and the drive motor 40 in the following embodiments, respectively, and both of the two motors can output power to drive the vehicle 1000 to run. Among them, the generator 30 and the drive motor 40 only need to be able to output power to drive the vehicle 1000 to run, and are not limited to a particular arrangement position. That is, the generator 30 and the drive motor 40 can have various arrangement forms in the vehicle 1000, which is not limited by the present application.

[0058] Since the vehicle 1000 of this embodiment includes a power system 100, it is understood that the vehicle 1000 has at least the same beneficial effects as the power system 100. Therefore, for the beneficial effects of the vehicle 1000, please refer to the beneficial effects of the power system 100 described below.

[0059] Please see Figure 1 and Figure 2 The power system 100 in this embodiment includes a transmission 10. It should be noted that the power system 100 can be the power system 100 of a vehicle 1000, but it can also be the power system 100 of other systems that require changes in power output capability, such as the power system 100 of a machine tool. In this case, the power output of the power system 100 can be used to operate the machine tool. It is understood that, for the sake of convenience in describing the beneficial effects of the power system 100 in this embodiment, the following description will use the application of the power system 100 to a vehicle 1000 as an example.

[0060] The transmission 10 is a structure in the power system 100 used to transmit power and motion. For example, the transmission 10 can be composed of various transmission elements or components (such as shafts and shaft systems), braking, clutch, or reversing structures. Please refer to... Figure 3 In some embodiments of this application, the power system 100 further includes an engine 20, a generator 30, and a drive motor 40. The transmission 10 is capable of outputting power from at least one of the engine 20, generator 30, and drive motor 40 to external devices. For example, the transmission 10 can combine the power from the generator 30 and drive motor 40 for output; that is, the transmission 10 can output the power from the generator 30 and drive motor 40 to the wheels 500 through the differential 19 of the transmission 10 to drive the wheels 500.

[0061] In some embodiments of this application, when the engine 20 does not participate in power output, the power system 100 includes a single-motor output mode and a dual-motor output mode.

[0062] Specifically, when the power system 100 is in single-motor output mode, the generator 30 can output power through the transmission 10, and the drive motor 40 may not participate in power output; or, the drive motor 40 can output power through the transmission 10, and the generator 30 may not participate in power output; when the power system 100 is in dual-motor output mode, the generator 30 and the drive motor 40 can output power together through the transmission 10, and in this case, both the generator 30 and the drive motor 40 participate in power output.

[0063] In some embodiments of the present application, the power of the engine 20 can be outputted through the transmission 10 when the engine 20 is involved in power output; or, the power of the engine 20 can be transmitted to the generator 30 to provide power for the driving motor 40 so that the driving motor 40 outputs power through the transmission 10; or, the power of the engine 20 can be outputted through the transmission 10 and transmitted to the generator 30 to provide power for the driving motor 40 so that the driving motor 40 outputs power through the transmission 10.

[0064] In some embodiments of the present application, the power system 100 includes the transmission 10, and thus the power system 100 at least has the same beneficial effects as the transmission 10. The beneficial effects of the power system 100 are described below in the transmission 10.

[0065] Please refer to Figure 2 and Figure 3 , and in combination with Figure 4 , Figure 5 , Figure 6 or Figure 7 , the transmission 10 of some embodiments of the present application includes a first shaft 111, a first clutch 13 and a second shaft 113. The first shaft 111 is provided with a first bearing 121. The first clutch 13 includes a driving assembly 131, a first engaging part 132, a second engaging part 133 and an elastic member 134. One of the driving assembly 131 and the elastic member 134 is used to provide a coupling force for coupling the first engaging part 132 and the second engaging part 133, and the other of the driving assembly 131 and the elastic member 134 is used to provide a decoupling force for decoupling the first engaging part 132 and the second engaging part 133. The first engaging part 132 is arranged on the first shaft 111 along the radial direction of the first shaft 111, and the driving assembly 131 and the first bearing 121 are at least partially overlapped. The second engaging part 133 is arranged on the second shaft 113.

[0066] It can be understood that the first shaft 111 and the second shaft 113 are elements for transmitting power in the transmission 10. The materials of the first shaft 111 and the second shaft 113 can include but are not limited to carbon steel, alloy steel, cast iron, aluminum alloy and titanium alloy, etc. The first engaging part 132 and the first shaft 111 can be combined together by using spline connection, buckle connection, bolt connection, etc.; the second engaging part 133 and the second shaft 113 can be combined together by using spline connection, buckle connection, bolt connection, etc.

[0067] Further, in some embodiments, the transmission assembly further comprises a needle bearing 18; the first shaft 111 and the second shaft 113 are coaxially arranged; the needle bearing 18 is arranged between the first shaft 111 and the second shaft 113 to rotatably connect the first shaft 111 and the second shaft 113.

[0068] The needle bearing 18 has strong ability to bear radial force, which helps to improve the stability of the first shaft 111 and the second shaft 113, and avoid the first shaft 111 and the second shaft 113 being damaged due to different shafts caused by excessive radial force during movement. Therefore, the needle bearing 18 can improve the stability of the power system 100 during movement.

[0069] Coupling refers to the interaction or connection between two or more elements or systems, so that they can work together to achieve a certain function. Decoupling refers to breaking the interaction or connection between two or more elements or systems, so that they can work independently.

[0070] In some embodiments of the present application, when one of the driving assembly 131 and the elastic member 134 provides the coupling force of the first engagement component 132 and the second engagement component 133, the first clutch 13 is in a coupled state, in which case the first shaft 111 and the second shaft 113 can rotate synchronously, i.e., the first shaft 111 and the second shaft 113 can have the same rotational speed; when the other of the driving assembly 131 and the elastic member 134 is used to provide the decoupling force of the first engagement component 132 and the second engagement component 133, the first clutch 13 is in a decoupled state, in which case the first shaft 111 and the second shaft 113 can rotate relative to each other, i.e., the first shaft 111 and the second shaft 113 can have different rotational speeds.

[0071] It should be noted that in some embodiments, one of the driving member and the elastic member 134 provides the coupling force of the first engagement component 132 and the second engagement component 133 can be: one of the driving member and the elastic member 134 directly provides a force to the first engagement component 132 and / or the second engagement component 133 to couple the first engagement component 132 and the second engagement component 133; or, one of the driving member and the elastic member 134 provides a force to other structural members, and the first engagement component 132 and the second engagement component 133 are coupled through the other structural members;

[0072] Similarly, the other one of the driving assembly 131 and the elastic member 134 for providing the force for disconnecting the first engagement component 132 and the second engagement component 133 can be: the other one of the driving assembly 131 and the elastic member 134 directly providing the force to the first engagement component 132 and / or the second engagement component 133 to disconnect the first engagement component 132 and the second engagement component 133; or, the other one of the driving assembly 131 and the elastic member 134 providing the force to other structural members, and disconnecting the first engagement component 132 and the second engagement component 133 through the other structural members.

[0073] The first bearing 121 is an element in the transmission 10 for mounting other structural members (such as the end cover 14 below) to the first shaft 111. The first bearing 121 includes but is not limited to a ball bearing, etc. In some embodiments of the present application, the driving assembly 131 and the first bearing 121 are at least partially overlapped in the radial direction of the first shaft 111, i.e., the projection of the driving assembly 131 on the first shaft 111 at least partially coincides with the projection of the first bearing 121 on the first shaft 111, thereby reducing the space size occupied by the driving assembly 131 and the first bearing 121 in the axial direction of the first shaft 111, making the arrangement of the first clutch 13 and the first bearing 121 more compact, and facilitating the miniaturization of the power system 100. At the same time, the compact structure also helps to improve the stability and reliability of the power system 100.

[0074] For example, the driving assembly 131 and the first bearing 121 are arranged in a nested manner, i.e., the driving assembly 131 and the first bearing 121 are arranged on the same vertical line (a line perpendicular to the axial direction of the first shaft 111).

[0075] In some embodiments, the driving assembly 131 and the first bearing 121 are stacked in the radial direction of the first shaft 111. That is, the driving assembly 131 is arranged on the side of the first bearing 121 away from the first shaft 111, thereby the driving assembly 131 and the first bearing 121 occupy less axial space in this embodiment compared to the case where the driving assembly 131 and the first bearing 121 are arranged side by side in the axial direction of the first shaft 111, thereby facilitating the miniaturization of the power system 100 and facilitating the arrangement of the power system 100 in the vehicle 1000 (shown). Figure 1

[0076] Please refer to Figure 3 , and in combination with Figure 4 , Figure 5 , Figure 6 or Figure 7 In some embodiments, the transmission 10 further comprises an end cover 14, the end cover 14 being arranged on the first bearing 121, the end cover 14 being provided with a cavity 141 for accommodating at least part of the driving assembly 131. ​

[0077] Specifically, in some embodiments, the first bearing 121 comprises a rotatingly connected inner ring and an outer ring, the outer ring of the first bearing 121 is fixed to the end cover 14, and the inner ring of the first bearing 121 is fixed to the first shaft 111, which can help to improve the stability of the rotation of the first shaft 111, prevent the first shaft 111 from being damaged in the force transmission process, and improve the stability and reliability of the operation of the power system 100.

[0078] The cavity 141 can reduce the space occupied by the end cover 14 and the driving assembly 131, so that the multiple structural parts of the transmission 10 can be compactly installed together to form an integral whole, thereby achieving high integration, which is conducive to the miniaturization of the power system 100 and the improvement of the space utilization of the vehicle 1000 (shown in the figure). Figure 1 It is to be noted that, in some embodiments, the end cover 14 can be made of high-strength alloy materials or lightweight composite materials, which is not limited in the present application.

[0079] Please refer to Figure 2 In some embodiments, the transmission 10 further comprises a second clutch 15 and a first gear 161. The second clutch 15 comprises a third engaging part 151 and a fourth engaging part 153, and the third engaging part 151 is arranged on the second shaft 113. The first gear 161 is sleeved on the second shaft 113, and the first gear 161 is connected with the fourth engaging part 153.

[0080] Specifically, in some embodiments, when the second clutch 15 is in a coupled state, the third engaging part 151 and the fourth engaging part 153 are coupled, in which case the power of the generator 30 can be output to the differential 19 through the second clutch 15 and the first gear 161 to drive the vehicle 1000 to run; when the second clutch 15 is in a decoupled state, the third engaging part 151 and the fourth engaging part 153 are decoupled, in which case the generator 30 does not participate in power output.

[0081] Further, in some embodiments, the first gear 161 and the second clutch 15 partially overlap in the radial direction of the first shaft 111.

[0082] Specifically, in some embodiments, the second clutch 15 and the second gear 162 partially overlap in the radial direction of the first shaft 111, which means that at least a part of the second clutch 15 is arranged in the spoke of the second gear 162 in the axial direction of the first shaft 111, for example, at least a part of the third engagement component 151 is arranged in the spoke of the second gear 162, so as to reduce the space size occupied by the second clutch 15 in the axial direction of the first shaft 111, improve the axial space utilization, make the arrangement of the second clutch 15 and the second gear 162 more compact, and facilitate the miniaturization of the power system 100.

[0083] In some embodiments, the transmission 10 further comprises a second gear 162 and a third gear 163, and the third gear 163 is engaged with the second gear 162.

[0084] Specifically, please refer to Figure 2 In some embodiments, the transmission 10 further comprises a fourth gear 164. When the second clutch 15 is in the coupled state, the generator 30 can transmit power to the third shaft 115 through the third gear 163 to drive the third shaft 115 to rotate, and the third gear 163 transmits power to the second gear 162 fixedly connected to the second shaft 113, so that the second shaft 113 obtains the power of the generator 30 and transmits the power to the second clutch 15, the first gear 161 and the fourth gear 164 in turn, and finally drives the vehicle 1000 to run through the differential 19. It should be noted that in this embodiment, the engine 20 does not participate in power output, that is, the first clutch 13 is in the disconnected state.

[0085] Further, in some embodiments, the second gear 162 and the second clutch 15 partially overlap in the radial direction of the first shaft 111.

[0086] Specifically, in some embodiments, the second gear 162 and the second clutch 15 partially overlap in the radial direction of the first shaft 111, which means that at least a part of the second clutch 15 is arranged in the spoke of the second gear 162 in the axial direction of the first shaft 111, for example, at least a part of the third engagement component 151 is arranged in the spoke of the second gear 162, so as to reduce the space size occupied by the second clutch 15 in the axial direction of the first shaft 111, improve the axial space utilization, make the arrangement of the second clutch 15 and the second gear 162 more compact, and facilitate the miniaturization of the power system 100.

[0087] In some embodiments of the present application, the first gear 161 and the second gear 162 are respectively located on opposite sides of the second clutch 15 in the axial direction of the first shaft 111. In this way, the arrangement of the second clutch 15 can make full use of the spoke space of the first gear 161 and the second gear 162, thereby improving the space utilization and facilitating the miniaturization of the power system 100.

[0088] Please refer to Figure 2 and Figure 3 , and in combination with Figure 4 , Figure 5 , Figure 6 or Figure 7 , in some embodiments, the end of the third shaft 115 is provided with a second bearing 123, and the second clutch 15 and the first gear 161 are located between the second bearing 123 and the third gear 163.

[0089] Specifically, in some embodiments, the second bearing 123 includes a rotationally connected inner ring and an outer ring, and the outer ring of the second bearing 123 and the inner ring of the second bearing 123 are fixed to the end cover 14 and the second shaft 113 respectively, which can help to improve the stability of the rotation of the second shaft 113, prevent the second shaft 113 from being damaged during force transmission, and improve the stability and reliability of the operation of the power system 100.

[0090] In some embodiments, the second clutch 15 and the first gear 161 are located between the second bearing 123 and the third gear 163, which can prevent interference between the structural components during the operation of the transmission 10, improve the stability and reliability of the operation of the transmission 10, make full use of the recessed space between the second bearing 123 and the third gear 163, improve the space utilization, and make the arrangement of the transmission 10 more compact, which is conducive to the miniaturization of the power system 100. At the same time, the compact structure can also help to improve the stability and reliability of the power system 100.

[0091] In some embodiments, the drive assembly 131 is located between the second bearing 123 and the first bearing 121. That is, in the radial direction of the first shaft 111, the first bearing 121 and the second bearing 123 are at least partially overlapped with the drive assembly 131, so that compared with the case where the drive assembly 131 is not located between the second bearing 123 and the first bearing 121, the space size occupied by the drive assembly 131, the first bearing 121 and the second bearing 123 in the axial direction of the first shaft 111 makes the arrangement of the transmission 10 more compact, which is conducive to the miniaturization of the power system 100.

[0092] In some embodiments, when the first clutch 13 is in the disengaged state and the second clutch 15 is in the engaged state, the connection between the engine 20 and the transmission 10 is disconnected, and the generator 30 and the drive motor 40 jointly output power.

[0093] Specifically, in some embodiments, when the first clutch 13 is in the disengaged state and the second clutch 15 is in the engaged state, the first shaft 111 and the second shaft 113 can rotate relative to each other, the engine 20 does not participate in power output, and the power system 100 is in a dual-motor output mode. In this case, the generator 30 and the drive motor 40 can jointly output power, for example, to the differential 19 shown, and the power system 100 is in the dual-motor output mode, thereby enabling full utilization of motor capacity, achieving dual-motor driving, and effectively improving power output in pure electric mode and power performance. Figure 3

[0094] More specifically, when the power system 100 is in the dual-motor output mode, the power of the generator 30 can be transmitted to the third shaft 115 through the third gear 163 to rotate the third shaft 115, the third gear 163 transmits power to the second gear 162 fixedly connected to the second shaft 113, so that the second shaft 113 obtains the power of the generator 30 and sequentially transmits the power to the second clutch 15, the first gear 161, and the fourth gear 164; at the same time, the power of the drive motor 40 can also be transmitted to the fourth gear 164, and the power of the generator 30 and the drive motor 40 can be combined at the fourth gear 164 and finally output to the differential 19, thereby driving the vehicle 1000 (shown) to run. Figure 1

[0095] It can be understood that if the first clutch 13 and the second clutch 15 are both in the engaged state, when the power system 100 is in the dual-motor output mode, the engine 20 is also coupled into the power output path of the power system 100, at this time the engine 20 does not do work but simply consumes the power of the generator 30 and the drive motor 40, which will cause power waste and power decline of the vehicle 1000. In some embodiments of the present application, when the second clutch 15 is in the engaged state and the first clutch 13 is in the disengaged state, the first shaft 111 and the second shaft 113 can rotate relative to each other, thereby decoupling the engine 20 and the generator 30, preventing the engine 20 from being coupled into the power output path of the power system 100, and further preventing the engine 20 from consuming electric energy and improving the power performance of the vehicle 1000.

[0096] In some embodiments, when the first clutch 13 is in the disengaged state and the second clutch 15 is in the engaged state, the generator 30 outputs power.

[0097] ​​Specifically, in the embodiment, the driving motor 40 does not output power, and the power system 100 is in the single-motor output mode. The power of the generator 30 can be transmitted to the third shaft 115 through the third gear 163 to rotate the third shaft 115, and the third gear 163 transmits the power to the second gear 162 fixedly connected to the second shaft 113, so that the second shaft 113 obtains the power of the generator 30 and sequentially transmits the power to the second clutch 15, the first gear 161, and the fourth gear 164, and finally drives the vehicle 1000 to run through the differential 19.

[0098] In some embodiments, the driving motor 40 outputs power when the first clutch 13 is in the disengaged state and the second clutch 15 is in the disengaged state.

[0099] Specifically, in some embodiments, the generator 30 does not output power, and the power system 100 is in the single-motor output mode. The power of the driving motor 40 can be transmitted to the differential 19 through the fourth gear 164 and drive the vehicle 1000 to run through the differential 19.

[0100] It can be understood that the optimal power output range of the generator 30 is smaller than the optimal power output range of the driving motor 40. Wherein, when the power demand of the vehicle 1000 is within the optimal power output range of the generator 30, for example, when the vehicle 1000 runs at low speed, only the generator 30 can be used to output power; when the power demand of the vehicle 1000 is within the optimal power output range of the driving motor 40, for example, when the vehicle 1000 runs at high speed, only the driving motor 40 can be used to output power. Thus, the output mode of the power system 100 can be adjusted according to the running demand of the vehicle 1000, so as to improve the energy utilization rate and increase the cruising range.

[0101] It can be understood that the optimal power output range of the generator 30 is smaller than the optimal power output range of the driving motor 40. Wherein, when the power demand of the vehicle 1000 is within the optimal power output range of the generator 30, for example, when the vehicle 1000 runs at low speed, only the generator 30 can be used to output power; when the power demand of the vehicle 1000 is within the optimal power output range of the driving motor 40, for example, when the vehicle 1000 runs at high speed, only the driving motor 40 can be used to output power. Thus, the output mode of the power system 100 can be adjusted according to the running demand of the vehicle 1000, so as to improve the energy utilization rate and increase the cruising range.

[0102] Please refer to Figure 3 , and in combination with Figure 4 or Figure 5 In some embodiments, the elastic member 134 is configured to provide a coupling force between the first engaging member 132 and the second engaging member 133, and the driving assembly 131 is configured to provide a disengaging force between the first engaging member 132 and the second engaging member 133.

[0103] Specifically, in the embodiment, the first clutch 13 is a normally closed clutch, i.e., the first clutch 13 is in a coupled state naturally without input of energy. Since the vehicle 1000 adopts the single-motor driving mode in most running scenarios, the engine 20 can drive the generator 30 to generate electricity at this time. Therefore, power coupling is required between the engine 20 and the generator 30 most of the time. The first clutch 13 including the normally closed clutch can naturally couple the generator 30 and the engine 20 most of the time without energy consumption, thereby improving the working efficiency of the vehicle 1000.

[0104] In some embodiments, the transmission 10 further includes a thrust bearing 17 arranged between the first engagement component 132 and the second engagement component 133, and the thrust bearing 17 is configured to axially limit the first engagement component 132 and the second engagement component 133. It should be noted that, in some embodiments, the thrust bearing 17 is a bearing configured to bear axial force, and the thrust bearing 17 includes but is not limited to a thrust ball bearing and a thrust roller bearing.

[0105] In the related art, the first engagement component 132 and the second engagement component 133 are not provided with the thrust bearing 17, but are axially limited by a snap spring and a baffle, and the snap spring and the baffle occupy a large axial space (a space in the axial direction of the first shaft 111), which is not conducive to the miniaturization of the power system 100. In some embodiments of the present application, the first engagement component 132 and the second engagement component 133 are provided with the thrust bearing 17, so that the snap spring and the baffle are not required to axially limit, compared with the related art, the axial space can be saved, thereby facilitating the miniaturization of the power system 100. In addition, the snap spring and the baffle are not required to be arranged, which can reduce the number of components of the power system 100, thereby facilitating the assembly of the power system 100 and improving the assembly efficiency.

[0106] Please refer to Figure 4 In some embodiments, the first clutch 13 further includes a cage assembly 135 arranged between the first engagement component 132 and the second engagement component 133, and the cage assembly 135 has a first state and a second state. In the first state, the first engagement component 132 and the second engagement component 133 are coupled by the cage assembly 135, and in the second state, the first engagement component 132 and the second engagement component 133 are decoupled.

[0107] Further, in some embodiments, the driving assembly 131 comprises an electromagnet 1311 and a moving piece 1313, the moving piece 1313 is connected with the first engaging component 132 through an elastic piece 134, in the case that the electromagnet 1311 is powered off, the elastic piece 134 is in a compressed or natural state, the holder assembly 135 is in the first state; in the case that the electromagnet 1311 is powered on, the electromagnet 1311 drives the moving piece 1313 to move towards the first engaging component 132, and makes the holder assembly 135 switch to the second state; in the case that the electromagnet 1311 switches from powered on to powered off, the elastic piece 134 drives the moving piece 1313 to move away from the first engaging component 132, so as to make the holder assembly 135 switch to the first state.

[0108] Specifically, in the case that the electromagnet 1311 is powered off, the elastic piece 134 can exert a force on the moving piece 1313, so that the moving piece 1313 does not cooperate with the holder assembly 135, in this case, the holder assembly 135 is in the first state, the first engaging component 132 and the second engaging component 133 are coupled through the holder assembly 135, the first shaft 111 and the second shaft 113 can rotate synchronously, and the engine 20 can participate in power output; in the case that the electromagnet 1311 is powered on, the electromagnet 1311 can exert a force on the moving piece 1313, so that the moving piece 1313 cooperates with the holder assembly 135, in this case, the elastic piece 134 is compressed and generates an elastic force, the holder assembly 135 is in the second state, the first engaging component 132 and the second engaging component 133 are decoupled, the first shaft 111 and the second shaft 113 can rotate relatively, and the engine 20 does not participate in power output; in the case that the electromagnet 1311 switches from powered on to powered off, the elastic force of the elastic piece 134 can be exerted on the moving piece 1313, so that the moving piece 1313 is disengaged from the holder assembly 135, in this case, the holder assembly 135 is restored from the second state to the first state, the first engaging component 132 and the second engaging component 133 are coupled through the holder assembly 135, and the first shaft 111 and the second shaft 113 rotate synchronously. Thus, the first clutch 13 can be in a "normally closed" state.

[0109] Please refer to Figure 5 In some other embodiments, the first engaging component 132 is connected with the first shaft 111 through a connecting part 136, in the axial direction of the first shaft 111, the first engaging component 132 and the connecting part 136 can move relatively, in the radial direction of the first shaft 111, the first engaging component 132 and the connecting part 136 are fixed relatively, and the elastic piece 134 is connected between the first engaging component 132 and the connecting part 136.

[0110] Specifically, in some embodiments, the connecting portion 136 and the first shaft 111 can be combined together by welding or bonding or the like, the first engaging member 132 is connected with the connecting portion 136 and can move along the axial direction of the first shaft 111 relative to the first shaft 111.

[0111] Further, in some embodiments, the driving assembly 131 includes an electromagnet 1311 and a pushing member 1315, the pushing member 1315 is connected with the first engaging member 132, in the case that the electromagnet 1311 is powered off, the elastic member 134 drives the first engaging member 132 to couple with the second engaging member 133; in the case that the electromagnet 1311 is powered on, the electromagnet 1311 drives the pushing member 1315 to drive the first engaging member 132 to move away from the second engaging member 133, so as to decouple the first engaging member 132 from the second engaging member 133; in the case that the electromagnet 1311 is switched from powered on to powered off, the elastic member 134 drives the first engaging member 132 to move towards the second engaging member 133, so as to recouple the first engaging member 132 with the second engaging member 133.

[0112] Specifically, in the case that the electromagnet 1311 is powered off, the elastic member 134 can exert a force on the pushing member 1315 to drive the pushing member 1315 to drive the first engaging member 132 to move towards the second engaging member 133, and the end face teeth on the first engaging member 132 and the second engaging member 133 are engaged (coupled), in this case, the first shaft 111 and the second shaft 113 can be synchronously rotated, and the engine 20 can participate in power output; in the case that the electromagnet 1311 is powered on, the electromagnet 1311 can exert a force on the pushing member 1315 to drive the pushing member 1315 to drive the first engaging member 132 to move away from the second engaging member 133, and the end face teeth on the first engaging member 132 and the second engaging member 133 are disengaged (decoupled), in this case, the elastic member 134 is compressed and generates a (elastic) force, the first shaft 111 and the second shaft 113 can be relatively rotated, and the engine 20 does not participate in power output; in the case that the electromagnet 1311 is switched from powered on to powered off, the force of the elastic member 134 can be exerted on the pushing member 1315 to drive the pushing member 1315 to drive the first engaging member 132 to move, and the end face teeth on the first engaging member 132 and the second engaging member 133 are re-engaged, and the first shaft 111 and the second shaft 113 are synchronously rotated. Thus, the first clutch 13 can be in a “normally closed” state.

[0113] Please refer to Figure 3 , in combination with Figure 6 and Figure 7In some embodiments, the elastic member 134 is configured to provide a force to decouple the first engagement member 132 and the second engagement member 133, and the driving assembly 131 is configured to provide a force to couple the first engagement member 132 and the second engagement member 133. That is, the first clutch 13 can be a normally open clutch, i.e., the first clutch 13 can be a clutch that does not require energy to maintain in a decoupled state.

[0114] Please refer to Figure 6 In some embodiments, the elastic member 134 is connected between the first engagement member 132 and the second engagement member 133, and the driving assembly 131 includes an electromagnet 1311 and a transmission member 1317, the transmission member 1317 is detachably connected to the first engagement member 132, when the electromagnet 1311 is de-energized, the elastic member 134 drives the first engagement member 132 and the second engagement member 133 to separate to decouple, when the electromagnet 1311 is energized, the electromagnet 1311 drives the transmission member 1317 to push the first engagement member 132 to move towards the second engagement member 133 to couple the first engagement member 132 and the second engagement member 133, when the electromagnet 1311 is switched from energized to de-energized, the elastic member 134 drives the first engagement member 132 to move away from the second engagement member 133 to decouple the first engagement member 132 and the second engagement member 133.

[0115] Specifically, in some embodiments, when the electromagnet 1311 is de-energized, the elastic member 134 can apply a force to the first engagement member 132 and the second engagement member 133 to separate the first engagement member 132 and the second engagement member 133 to decouple, i.e., to disengage the end face teeth on both the first engagement member 132 and the second engagement member 133, in this case, the first shaft 111 and the second shaft 113 can rotate relative to each other, and the engine 20 does not participate in power output; when the electromagnet 1311 is energized, the electromagnet 1311 can apply a force to the transmission member 1317 to push the first engagement member 132 to move towards the second engagement member 133, and to engage (couple) the end face teeth on both the first engagement member 132 and the second engagement member 133, in this case, the elastic member 134 is compressed and generates a (elastic) force, the first shaft 111 and the second shaft 113 can rotate synchronously, and the engine 20 can participate in power output; when the electromagnet 1311 is switched from energized to de-energized, the force of the elastic member 134 can be applied to the first engagement member 132 and the second engagement member 133 to re-disengage the end face teeth on both the first engagement member 132 and the second engagement member 133, and the first shaft 111 and the second shaft 113 rotate relative to each other. Thus, the first clutch 13 can be in a "normally open" state.

[0116] Please refer toFigure 7 In some other embodiments, the elastic member 134 is connected between the first engaging member 132 and the second engaging member 133, and the end cover 14 of the transmission 10 is provided with an oil passage 143; the driving assembly 131 comprises a piston 1318 and a push ring 1319. The piston 1318 is arranged in the cavity 141 of the end cover 14. The push ring 1319 is detachably connected with the first engaging member 132. When the oil passage 143 is used for oil outflow from the cavity 141, the elastic member 134 drives the first engaging member 132 and the second engaging member 133 to be separated to be decoupled; when the oil passage 143 is used for oil inflow into the cavity 141, the piston 1318 drives the push ring 1319 to push the first engaging member 132 to move towards the second engaging member 133 to be coupled; when the oil passage 143 is switched from the state of oil inflow into the cavity 141 to the state of oil outflow from the cavity 141, the elastic member 134 drives the first engaging member 132 to move away from the second engaging member 133 to be decoupled.

[0117] Specifically, in some embodiments, the oil passage 143 can be communicated with an oil passage in a mechanism such as a hydraulic system of the engine 20 or the vehicle 1000 (shown), without the need to additionally set an oil passage, thereby simplifying the structure of the power system 100, reducing the maintenance cost, and improving the production efficiency of the power system 100. Figure 1

[0118] ​In the case that the oil passage 143 is used for oil to flow out of the cavity 141, i.e. in the case that the piston 1318 does not apply force to the push ring 1319, the elastic member 134 can apply force to the first engagement component 132 and the second engagement component 133 to decouple, i.e. to disengage the end face teeth on both the first engagement component 132 and the second engagement component 133, in which case the first shaft 111 and the second shaft 113 can rotate relative to each other, and the engine 20 does not participate in power output; in the case that the oil passage 143 is used for oil to flow into the cavity 141, the piston 1318 can apply force to the push ring 1319 to move the push ring 1319 to move the first engagement component 132 towards the second engagement component 133, and to engage (couple) the end face teeth on both the first engagement component 132 and the second engagement component 133, in which case the elastic member 134 is compressed and generates (elastic) force, the first shaft 111 and the second shaft 113 can rotate synchronously, and the engine 20 can participate in power output; in the case that the oil passage 143 is switched from being used for oil to flow into the cavity 141 to being used for oil to flow out of the cavity 141, the force of the elastic member 134 can be applied to the first engagement component 132 and the second engagement component 133 to disengage the end face teeth on both the first engagement component 132 and the second engagement component 133 again, and the first shaft 111 and the second shaft 113 rotate relative to each other. In this way, the first clutch 13 can be in a “always open” state.

[0119] In some embodiments, the first clutch 13 comprises a hydraulic clutch.

[0120] A hydraulic clutch is a clutch that is driven by hydraulic pressure. Hydraulic pressure is used to press the friction plates in the clutch to couple the two sides of the clutch. Hydraulic clutches are widely used in automatic transmissions (AT) and dual-clutch transmissions (DCT), and the control and production technologies are mature and reliable. The use of a hydraulic clutch can improve the reliability of the first clutch 13 and reduce the production cost of the power system 100. The driving oil of the hydraulic clutch can also share the oil pump and control system with other components in the vehicle 1000, further reducing the cost of the vehicle 1000.

[0121] In some embodiments, the first clutch 13 comprises an electromagnetic clutch.

[0122] The electromagnetic clutch is a clutch driven by an electromagnet 1311. In an electromagnetic clutch using friction plates, the electromagnet 1311 can press the friction plates to couple the clutch or release the friction plates to decouple the clutch (depending on whether the clutch is normally open or normally closed). In an electromagnetic clutch using toothed discs, the electromagnet 1311 can cause the toothed discs to engage to enter a coupled state or disengage to enter a decoupled state. The electromagnetic clutch has a fast response, which can improve the response speed of the power system 100.

[0123] In some embodiments, the first clutch 13 includes a one-way clutch, and the engine 20 and the generator 30 are coupled through the one-way clutch. In this case, when the rotation speed of the generator 30 exceeds the rotation speed of the engine 20, the engine 20 can enter an idle state.

[0124] The one-way clutch allows the engine 20 and the generator 30 to be coupled, and only when the rotation speed of the engine 20 exceeds the rotation speed of the generator 30, the power of the engine 20 is transmitted to the generator 30. When the rotation speed of the generator 30 is higher than the rotation speed of the engine 20, the power of the generator 30 cannot be reversely transmitted to the engine 20. When the first clutch 13 includes a one-way clutch, when the rotation speed of the generator 30 exceeds the rotation speed of the engine 20, the first clutch 13 can be equivalent to being decoupled, and thus the engine 20 has been decoupled from the transmission assembly. At this time, the engine 20 can be controlled to enter an idle state. Therefore, when the engine 20 needs to be coupled to the generator 30 to generate power or coupled to the first motor to combine the output power next time, it is not necessary to start up again, which improves the speed of the vehicle 1000 (as shown) switching between different power modes. Figure 1

[0125] In some embodiments, the second clutch 15 includes a normally open clutch.

[0126] As mentioned above, during the operation of the vehicle 1000, the single-motor output mode is used most of the time. Therefore, the second clutch 15 is a normally open clutch, which can naturally decouple the driving motor 40 and the engine 20, and the driving motor 40 and the generator 30, thereby avoiding the need to consume energy to decouple the second clutch 15, and improving the operation efficiency of the vehicle 1000.

[0127] The technical features of the above-described embodiments can be combined in any manner. For the sake of brevity, not all possible combinations of the technical features in the above-described embodiments are described, however, as long as the combinations of the technical features do not contradict each other, they should be considered as within the scope of the present disclosure. Other embodiments can be derived from the above-described embodiments, so that structural and logical substitutions and changes can be made without departing from the scope of the present disclosure.

[0128] ​The above-described embodiments are merely illustrative of several embodiments of the present application, which are described in more detail and in a more specific and detailed manner, but should not be construed as limiting the scope of the patent. It should be noted that, for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A transmission characterized by, Comprising: a first shaft, a first bearing being provided on the first shaft; a first clutch, the first clutch comprising a driving component, a first engaging component, a second engaging component and an elastic member, one of the driving component and the elastic member being configured to provide a coupling force to couple the first engaging component and the second engaging component, the other of the driving component and the elastic member being configured to provide a decoupling force to decouple the first engaging component and the second engaging component, the first engaging component being provided on the first shaft, the driving component and the first bearing being at least partially overlapped along a radial direction of the first shaft; and a second shaft, the second engaging component being provided on the second shaft. The driving component and the first bearing are stacked along the radial direction of the first shaft.

2. The transmission of claim 1, wherein, The transmission further comprises:

3. The transmission of claim 1, wherein a second clutch, the second clutch comprising a third engaging component and a fourth engaging component, the third engaging component being provided on the second shaft; and a first gear, the first gear being sleeved on the second shaft, the first gear being connected with the fourth engaging component. The first gear and the second clutch are partially overlapped along the radial direction of the first shaft.

4. The transmission of claim 3, wherein, The transmission further comprises:

5. The transmission of claim 3, wherein, a second gear, the second gear being provided on the second shaft. The second gear and the second clutch are partially overlapped along the radial direction of the first shaft.

6. The transmission of claim 5, wherein, The transmission further comprises:

7. The transmission of claim 5, wherein, a third gear, the third gear being engaged with the second gear; a third shaft, an end of the third shaft being provided with a second bearing, the second clutch and the first gear being located between the second bearing and the third gear. The driving component is located between the second bearing and the first bearing.

8. The transmission of claim 7, wherein, The transmission further comprises:

9. The transmission of claim 1, wherein, an end cover, the end cover being provided on the first bearing, the end cover being provided with a cavity, the cavity being configured to accommodate at least part of the driving component. The elastic member is configured to provide the coupling force to couple the first engaging component and the second engaging component, the driving component is configured to provide the decoupling force to decouple the first engaging component and the second engaging component.

10. The transmission of claim 1, wherein, The first clutch further comprises a retainer assembly, the retainer assembly being provided between the first engaging component and the second engaging component and having a first state and a second state, in the first state, the first engaging component and the second engaging component are coupled by the retainer assembly, in the second state, the first engaging component and the second engaging component are decoupled.

11. The transmission of claim 10, wherein, The driving component comprises:

12. The transmission of claim 11, wherein, an electromagnet; a moving member, the moving member being connected with the first engaging component by the elastic member, in a case that the electromagnet is de-energized, the elastic member is in a compressed or natural state, the retainer assembly is in the first state; in a case that the electromagnet is energized, the electromagnet drives the moving member to move towards the first engaging component, and the retainer assembly is switched to the second state; in a case that the electromagnet is switched from energized to de-energized, the elastic member drives the moving member to move away from the first engaging component, so that the retainer assembly is switched to the first state. ​ 13. The transmission of claim 10, wherein, The first engaging component is connected with the first shaft through a connecting part, the first engaging component is relatively movable with the connecting part in the axial direction of the first shaft, and the first engaging component is relatively fixed with the connecting part in the radial direction of the first shaft.

14. The transmission of claim 13, characterized in that, The drive assembly comprises: An electromagnet; and A pushing member connected with the first engaging component, the elastic member drives the first engaging component to couple with the second engaging component in the case that the electromagnet is powered off; The electromagnet drives the pushing member to drive the first engaging component to move away from the second engaging component in the case that the electromagnet is powered on, so as to decouple the first engaging component from the second engaging component; The elastic member drives the first engaging component to move towards the second engaging component in the case that the electromagnet is switched from being powered on to being powered off, so as to recouple the first engaging component with the second engaging component.

15. The transmission of claim 1, wherein, The elastic member is used to provide a force for decoupling the first engaging component from the second engaging component, and the drive assembly is used to provide a force for coupling the first engaging component with the second engaging component.

16. The transmission of claim 15, characterized in that, The elastic member is connected between the first engaging component and the second engaging component, and the drive assembly comprises: An electromagnet; and A transmission member which is detachably connected with the first engaging component, the elastic member drives the first engaging component to separate from the second engaging component in the case that the electromagnet is powered off, so as to decouple the first engaging component from the second engaging component; The electromagnet drives the transmission member to drive the first engaging component to move towards the second engaging component in the case that the electromagnet is powered on, so as to couple the first engaging component with the second engaging component; The elastic member drives the first engaging component to move away from the second engaging component in the case that the electromagnet is switched from being powered on to being powered off, so as to decouple the first engaging component from the second engaging component.

17. The transmission of claim 15, wherein, The elastic member is connected between the first engaging component and the second engaging component, and an oil passage is arranged on an end cover of the transmission; the drive assembly comprises: A piston arranged in a cavity of the end cover; and A pushing ring which is detachably connected with the first engaging component, the elastic member drives the first engaging component to separate from the second engaging component in the case that the oil passage is used to flow oil out of the cavity, so as to decouple the first engaging component from the second engaging component; The piston drives the pushing ring to drive the first engaging component to move towards the second engaging component in the case that the oil passage is used to flow oil into the cavity, so as to couple the first engaging component with the second engaging component; The elastic member drives the first engaging component to move away from the second engaging component in the case that the oil passage is switched from being used to flow oil into the cavity to being used to flow oil out of the cavity, so as to decouple the first engaging component from the second engaging component.

18. A power system characterized by, The transmission comprises: The transmission according to any one of claims 1-17.

19. The power system of claim 18, wherein, The power system further comprises an engine, a generator and a drive motor, in the case that the first clutch is in the disengaged state and the second clutch of the transmission is in the coupled state, the connection between the engine and the transmission is disconnected, and the generator and the drive motor jointly output power.

20. The power system of claim 19, wherein, In the case that the first clutch is in the disengaged state and the second clutch is in the coupled state, the generator outputs power; In the case that the first clutch is in the disengaged state and the second clutch is in the disengaged state, the drive motor outputs power.

21. A vehicle characterized by Comprise: The transmission of any one of claims 1-17; Or, The power system of any one of claims 18-20.

Images