Transmission system and vehicle

Abstract

The utility model discloses a transmission system and a vehicle, and relates to the technical field of vehicles. The transmission system comprises an engine shaft, a generator transmission assembly, a first gear assembly, a second gear assembly, an output end assembly and a driving motor transmission assembly, the engine shaft is connected with or separated from the generator transmission assembly and connected with or separated from the first gear assembly, and the generator transmission assembly is further connected with or separated from the first gear assembly. The first gear assembly is further combined with or separated from the second gear assembly and the driving motor transmission assembly, the second gear assembly comprises output parts corresponding to different gears, and the output parts of the different gears are connected with or separated from the output end assembly. The engine shaft, the generator transmission assembly, the first gear structure, the second gear structure and the driving motor transmission assembly are connected or separated from one another, so that the hybrid power transmission system can realize multi-gear control while reserving power division.

Description

TECHNICAL FIELD

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

[0002] With the development of the automobile industry, hybrid vehicles appear, which generally use an engine and a drive motor to realize hybrid power, and the engine also drives a generator. In the related art, the engine, the generator and the drive motor are highly physically coupled, which leads to waste of the efficiency of the entire hybrid transmission system. SUMMARY

[0003] The present application aims to provide a transmission system and a vehicle, which can solve the problem of high physical coupling between the engine, the generator and the drive motor of a hybrid vehicle in the related art, which leads to waste of the efficiency of the entire hybrid transmission system.

[0004] To solve the above technical problems, the present application is implemented as follows:

[0005] In a first aspect, an embodiment of the present application provides a transmission system, comprising: an engine shaft, a generator transmission assembly, a first gear assembly, a second gear assembly, an output end assembly, and a drive motor transmission assembly.

[0006] The engine shaft is engaged with or separated from the generator transmission assembly and the first gear assembly respectively; and the generator transmission assembly is also engaged with or separated from the first gear assembly.

[0007] The first gear assembly is also engaged with or separated from the second gear assembly and the drive motor transmission assembly respectively.

[0008] The second gear assembly comprises output parts corresponding to different gears, and the output parts of different gears are engaged with or separated from the output end assembly respectively.

[0009] Optionally, the generator transmission assembly comprises: a generator rotor and a double clutch.

[0010] The double clutch is connected with the generator rotor and is arranged on a side of the generator rotor close to the engine shaft.

[0011] The double clutch is engaged with or separated from the engine shaft and the first gear assembly respectively.

[0012] Optionally, the double clutch further comprises a second clutch.

[0013] The first gear assembly comprises a second clutch output and a first planetary carrier; one end of the second clutch output is connected with the first planetary carrier.

[0014] The second clutch output member is engaged with or disengaged from the second clutch.

[0015] Optionally, the second clutch output member comprises a second gear and a second clutch output shaft.

[0016] One end of the second clutch output shaft is connected with the first carrier, and the other end of the second clutch output shaft extends into the generator rotor and is connected with the second gear.

[0017] The second gear is engaged with or disengaged from the second clutch.

[0018] Optionally, the dual clutch comprises a first clutch.

[0019] The engine shaft is sleeved with a first gear, and the first gear is engaged with or disengaged from the first clutch.

[0020] Optionally, the first gear assembly further comprises a first sun gear, a first planetary gear and a first synchronizer; the engine shaft is connected with the first sun gear and the first synchronizer respectively, and the engine shaft drives the first sun gear and the first synchronizer to rotate when rotating; the first synchronizer is engaged with or disengaged from the first sun gear.

[0021] The first planetary gear is connected with the first carrier, and the first planetary gear is in gear connection with the first sun gear.

[0022] Optionally, the first carrier further comprises a first ring gear close to the engine shaft; the first ring gear is engaged with or disengaged from the driving motor transmission assembly.

[0023] Optionally, the first gear assembly further comprises a first lock-up clutch; the first lock-up clutch is used for controlling rotation of the first carrier.

[0024] Optionally, the second gear assembly comprises a double-layer ring gear.

[0025] The double-layer ring gear comprises an inner ring gear and at least two layers of outer ring gears; different outer ring gears have different diameters.

[0026] The inner ring gear is engaged with or disengaged from the first gear assembly.

[0027] At least two layers of the outer ring gears are respectively engaged with or disengaged from the output end assembly.

[0028] Optionally, in the case that the first gear assembly comprises a first carrier, and the first carrier comprises a first ring gear close to the engine shaft, the inner ring gear is in gear connection with the first carrier.

[0029] Optionally, the output assembly comprises an output shaft, a second synchronizer and an output gear;

[0030] The second synchronizer and the output gear are arranged on the output shaft and rotate with the output shaft;

[0031] The second synchronizer is configured to engage with or disengage from the at least two layers of the outer gear ring respectively.

[0032] Optionally, the output portion comprises at least two coupling gears;

[0033] The at least two coupling gears are respectively in gear connection with the at least two layers of the outer gear ring;

[0034] The second synchronizer is configured to engage with or disengage from the at least two coupling gears respectively.

[0035] Optionally, the double-layer gear ring comprises an inner gear ring portion and an outer gear ring portion;

[0036] The outer gear ring portion comprises an inner gear ring mounting hole and at least two outer gear rings arranged on an outer surface;

[0037] An inner surface of the inner gear ring portion is provided with the inner gear ring, and an outer surface of the inner gear ring portion is connected with an inner surface of the inner gear ring mounting hole.

[0038] Optionally, the drive motor transmission assembly comprises a drive motor gear set, a first motor shaft, a drive motor decoupling clutch and a drive motor output shaft;

[0039] The drive motor gear set is configured to engage with or disengage from the second gear assembly;

[0040] The drive motor gear set is connected with the first motor shaft;

[0041] The drive motor decoupling clutch is arranged between the first motor shaft and the drive motor output shaft and is configured to engage with or disengage from the first motor shaft and the drive motor output shaft.

[0042] Optionally, the drive motor transmission assembly further comprises a second locking clutch configured to control rotation of the first motor shaft.

[0043] In a second aspect, the embodiments of the present application provide a vehicle comprising the transmission system according to any one of the above embodiments.

[0044] In the embodiments of the present application, the transmission system comprises an engine shaft, a generator transmission assembly, a first gear assembly, a second gear assembly, an output end assembly, and a drive motor transmission assembly. The engine shaft is engaged with or separated from the generator transmission assembly and the first gear assembly. The generator transmission assembly is also engaged with or separated from the first gear assembly. The first gear assembly is also engaged with or separated from the second gear assembly and the drive motor transmission assembly. The second gear assembly comprises output parts corresponding to different gears, and the output parts of different gears are engaged with or separated from the output end assembly. The engine shaft, the generator transmission assembly, the first gear assembly, the second gear assembly, and the drive motor transmission assembly are engaged with or separated from each other, so that one or more of the engine, the generator, and the drive motor can work in cooperation, thereby realizing power split. At the same time, since the engine shaft can directly transmit torque to the output end, the engine direct drive function is realized. Furthermore, since the second gear assembly comprises output parts corresponding to different gears, multi-gear control can be realized when the engine is directly driven and / or the drive motor is driven. Therefore, the embodiments of the present application can realize power split function while having engine direct drive function and multi-gear control in the hybrid power system. In addition, the engine, the generator, and the drive motor can be mechanically decoupled, thereby reducing energy loss in the power transmission process and improving the transmission efficiency of the hybrid power system.

[0045] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0046] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description of embodiments, given by way of example, and from the appended drawings.

[0047] Figure 1 is a schematic diagram of a transmission system according to an embodiment of the present application;

[0048] Figure 2 is a schematic diagram of a double-layer gear ring according to an embodiment of the present application;

[0049] Figure 3 is an exploded view of a double-layer gear ring according to an embodiment of the present application;

[0050] Figure 4 is an assembly schematic diagram of a double-layer gear ring according to an embodiment of the present application;

[0051] Figure 5 is a working part schematic diagram of engine direct drive mode 1 gear according to an embodiment of the present application;

[0052] Figure 6is a power transmission route schematic diagram of the engine direct drive mode 1 according to the embodiment of the application;

[0053] Figure 7 is a working component schematic diagram of the engine direct drive mode 2 according to the embodiment of the application;

[0054] Figure 8 is a power transmission route schematic diagram of the engine direct drive mode 2 according to the embodiment of the application;

[0055] Figure 9 is a working component schematic diagram of the engine direct drive mode 3 according to the embodiment of the application;

[0056] Figure 10 is a power transmission route schematic diagram of the engine direct drive mode 3 according to the embodiment of the application;

[0057] Figure 11 is a working component schematic diagram of the engine direct drive mode 4 according to the embodiment of the application;

[0058] Figure 12 is a power transmission route schematic diagram of the engine direct drive mode 4 according to the embodiment of the application;

[0059] Figure 13 is a working component schematic diagram of the parallel mode 1 according to the embodiment of the application;

[0060] Figure 14 is a power transmission route schematic diagram of the parallel mode 1 according to the embodiment of the application;

[0061] Figure 15 is a working component schematic diagram of the parallel mode 2 according to the embodiment of the application;

[0062] Figure 16 is a power transmission route schematic diagram of the parallel mode 2 according to the embodiment of the application;

[0063] Figure 17 is a working component schematic diagram of the full speed mode 1 according to the embodiment of the application;

[0064] Figure 18 is a power transmission route schematic diagram of the full speed mode 1 according to the embodiment of the application;

[0065] Figure 19 is a working component schematic diagram of the full speed mode 2 according to the embodiment of the application;

[0066] Figure 20 is a power transmission route schematic diagram of the full speed mode 2 according to the embodiment of the application;

[0067] Figure 21 is a working component schematic diagram of full-speed mode 3 according to an embodiment of the present application;

[0068] Figure 22 is a power transmission route schematic diagram of full-speed mode 3 according to an embodiment of the present application;

[0069] Figure 23 is a working component schematic diagram of full-speed mode 4 according to an embodiment of the present application;

[0070] Figure 24 is a working component schematic diagram of full-speed mode 4 according to an embodiment of the present application;

[0071] Figure 25 is a working component schematic diagram of pure electric mode 1 according to an embodiment of the present application;

[0072] Figure 26 is a power transmission route schematic diagram of pure electric mode 1 according to an embodiment of the present application;

[0073] Figure 27 is a working component schematic diagram of pure electric mode 2 according to an embodiment of the present application;

[0074] Figure 28 is a power transmission route schematic diagram of pure electric mode 2 according to an embodiment of the present application;

[0075] Figure 29 is a working component schematic diagram of parking power generation mode according to an embodiment of the present application;

[0076] Figure 30 is a power transmission route schematic diagram of parking power generation mode according to an embodiment of the present application;

[0077] Figure 31 is a working component schematic diagram of driving power generation mode 1st gear according to an embodiment of the present application;

[0078] Figure 32 is a power transmission route schematic diagram of driving power generation mode 1st gear according to an embodiment of the present application;

[0079] Figure 33 is a working component schematic diagram of driving power generation mode 2nd gear according to an embodiment of the present application;

[0080] Figure 34 is a power transmission route schematic diagram of driving power generation mode 2nd gear according to an embodiment of the present application;

[0081] Figure 35 is a working component schematic diagram of parking start mode according to an embodiment of the present application;

[0082] Figure 36is a schematic diagram of a power transmission route in the park start mode according to an embodiment of the present application;

[0083] Figure 37 is a schematic diagram of working components in the kinetic energy recovery mode according to an embodiment of the present application;

[0084] Figure 38 is a schematic diagram of a power transmission route in the kinetic energy recovery mode according to an embodiment of the present application.

[0085] Reference signs: 300: generator transmission assembly; 400: first gear structure; 500: second gear structure; 600: output end assembly; 700: drive motor transmission assembly; 1: engine; 2: engine shaft; 3: generator stator; 4: generator rotor; 5: double clutch; 5a: first clutch 5b: second clutch; 5c: first gear; 7: second clutch output; 7a: second gear; 7b: second clutch output shaft; 8: first lock-up clutch; 9: first planetary carrier; 9a: first ring gear; 10: double-layer ring gear; 10a: inner ring gear; 10b: inner ring gear part; 10c: outer ring gear part; 10d: inner ring gear mounting hole; 11: first planetary gear; 12: outer ring gear; 13: outer ring gear; 14: output part; 14a: combination gear; 14b: combination gear 16: first sun gear; 17: drive motor gear set; 17a: second sun gear; 17b: second planetary gear; 18: first motor shaft; 19: second planetary carrier; 20: drive motor decoupling clutch; 21: drive motor stator; 22: drive motor rotor; 23: drive motor output shaft; 24: output shaft; 25: second synchronizer; 26: output gear; 28: differential; 29: second lock-up clutch; 30: first synchronizer. DETAILED DESCRIPTION

[0086] Embodiments of the present application will be described in detail below with reference to drawings, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to drawings are exemplary only, and are intended to explain the present application, and cannot be understood as a limitation of the present application. All other embodiments obtained by those skilled in the art based on the embodiments in the present application without creative labor fall within the scope of protection of the present application.

[0087] The terms "first", "second" in the description and claims of the present application can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / ", generally means that the front and rear associated objects are in an "or" relationship.

[0088] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" 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 convenience of describing 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 of the present application.

[0089] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; 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 communication inside two elements. 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.

[0090] Before explaining the transmission system and vehicle provided by the embodiments of the present application, the application scenario of the transmission system and vehicle provided by the embodiments of the present application is described in detail.

[0091] The transmission system and vehicle provided by the embodiments of the present application will be described in detail below in combination with the drawings and specific embodiments and their application scenarios.

[0092] Referring to Figure 1 The transmission system of some embodiments of the present application comprises: an engine shaft 2, a generator transmission assembly 300, a first gear assembly 400, a second gear assembly 500, an output end assembly 600, a drive motor transmission assembly 700; the engine shaft 2 is engaged with or separated from the generator transmission assembly 300, and is engaged with or separated from the first gear assembly 400; the generator transmission assembly 300 is also engaged with or separated from the first gear assembly 400; the first gear assembly 400 is also combined with or separated from the second gear assembly 500 and the drive motor transmission assembly 700, respectively; the second gear assembly 500 comprises output portions 14 corresponding to different gears, and the output portions 14 of different gears are engaged with or separated from the output end assembly 600, respectively.

[0093] The embodiment of the present application is applied to a hybrid power system, which is a power device combining a traditional fuel engine and an electric system. It mainly consists of an engine, a motor (including a generator and a driving motor), a battery, a power control unit and a transmission, etc. During operation, the system can flexibly select different power modes according to the driving conditions of the vehicle, such as starting, accelerating, constant speed, decelerating, etc. Power split is a key technology in the hybrid power system, which reasonably distributes the power generated by the engine and the driving motor to meet the driving requirements of the vehicle. In the power split mode, the engine and the motor can work independently or jointly to drive the wheels to rotate. This system usually uses a planetary gear mechanism or other coupling devices to flexibly adjust the power distribution ratio between the engine and the motor, thereby optimizing fuel economy and power performance.

[0094] In the embodiment of the present application, the engine 1 is connected with the engine shaft 2, which can be used to output the power generated by the engine 1. One end of the engine shaft 2 is connected with the engine 1, and the other end of the engine shaft 2 is engaged with the generator transmission assembly 300, which is used to transmit the power generated by the engine 1 to the generator transmission assembly 300. The power generated by the engine 1 is transmitted to the generator 4 through the clutch in the generator transmission assembly 300, which can make the engine and the generator work better together. The engine shaft 2 is engaged with the first gear assembly 400, which can make the power of the engine 1 drive the first gear assembly 400 to rotate through the engine shaft 2. The engine 1, the generator transmission assembly 300 and the first gear structure 400 can be coaxially arranged, the motor transmission assembly 300 is arranged between the engine 1 and the first gear structure 400, and the first gear structure 400 is arranged at the end away from the engine 1 relative to the motor transmission assembly 300, which can realize the transmission of the power generated by the engine 1 to the first gear assembly 400. At the same time, the coaxial arrangement can improve the space utilization efficiency and reduce energy loss.

[0095] The first gear assembly 400 can also be combined or separated with the drive motor transmission assembly 700; one end of the drive motor transmission assembly 700 is connected with the first gear assembly 400, and the other end is connected with the drive motor rotor 22, for power transmission. By fixing or locking some components (such as the sun gear, the ring gear or the planet carrier) in the first gear assembly 400 and the drive motor transmission assembly 700, the power transmission path and the transmission ratio are changed, so as to realize different power distribution and speed change functions, and the flexibility and efficiency of the power system are improved. One end of the generator transmission assembly 300 is connected with the engine shaft 2, and the other end is also connected with the first gear assembly 400, so that the power generated by the generator transmission assembly 300 can be transmitted to the first gear assembly 400. By connecting or separating the engine shaft 2 with the generator transmission assembly 300 and the first gear assembly 400 respectively, and connecting or separating the generator transmission assembly 300 with the first gear assembly 400, and combining or separating the first gear assembly 400 with the drive motor transmission assembly 700, one or more of the engine, the generator and the drive motor can work at the same time, so as to support various working modes of the vehicle, such as the engine direct drive mode, the parallel mode, the pure electric mode, the full speed mode and the like, to meet the power demand in different modes. The engine shaft 2 can be separated from the generator transmission assembly 300 and the first gear assembly 400, and the first gear assembly 400 can be separated from the generator transmission assembly 300 and the drive motor transmission assembly 700, so that the engine, the generator and the drive motor can be mechanically decoupled, thereby reducing the energy loss in the power transmission process and improving the transmission efficiency of the hybrid power system. For example, in the high vehicle speed state, the generator can also be disconnected from the engine shaft, so as to reduce the energy waste and improve the transmission efficiency of the hybrid power system. In the engine direct drive mode, the engine, the generator and the drive motor can be mechanically decoupled, so as to reduce the drag loss between them and improve the transmission efficiency of the hybrid transmission system. In the pure electric mode, the engine, the generator and the drive motor can be mechanically decoupled, so as to reduce the drag loss between them and improve the transmission efficiency of the hybrid transmission system.

[0096] The first gear assembly 400 can also be connected with the second gear assembly 500, so as to transmit power to the second gear assembly 500. The second gear assembly 500 includes output portions 14 corresponding to different gears, and the output portions 14 of different gears are connected or separated with the output end assembly 600 respectively. The output end assembly 600 can realize the conversion between multiple gears by being connected or separated with the output portions 14 of different gears, so as to meet different power demands. Compared with the single-gear transmission system, the multi-gear transmission system provided in the embodiment of the application can be applied to more scenarios. For example, in the occasion requiring large torque, such as climbing steep slopes, rapid acceleration and overtaking working conditions, the transmission system provided in the embodiment of the application can output greater torque.

[0097] The engine shaft 2, the generator transmission assembly 300, the first gear structure 400, the second gear structure 500, and the drive motor transmission assembly 700 are engaged or separated from each other, power split can be realized, and the transmission efficiency of the hybrid power system is improved. The output parts 14 of different gears in the second gear assembly 500 enable the hybrid power transmission system to realize multi-gear control while retaining power split.

[0098] It should be noted that the engine 1 is connected with the engine shaft 2, which can be coaxial connection or gear transmission connection. Those skilled in the art can set it according to the needs, and the present application does not limit it.

[0099] Optionally, in some embodiments, referring to Figure 1 The generator transmission assembly 300 includes a generator rotor 4 and a dual clutch 5. The dual clutch 5 is connected with the generator rotor 4 and arranged on the side of the generator rotor 4 close to the engine shaft 2. The dual clutch 5 is engaged or separated with the engine shaft 2 and the first gear assembly 400, respectively.

[0100] In the embodiments of the present application, the generator transmission assembly 300 includes a generator rotor 4 and a dual clutch 5. The dual clutch 5 is connected with the generator rotor 4 and arranged on the side of the generator rotor 4 close to the engine shaft 2. By arranging the dual clutch 5 connected with the generator rotor 4, the dual clutch 5 is engaged with the engine shaft 2 and the first gear assembly 400, respectively, so that the power of the engine 1 is transmitted to the generator rotor 4 through the engine shaft 2 to generate electricity. Or, the dual clutch 5 is separated from the engine shaft 2 and the first gear assembly 400, cutting off the power transmission. The dual clutch 5 can disconnect the generator rotor 4 from the engine shaft 2, avoid unnecessary energy waste, and improve the transmission efficiency of the system.

[0101] The engagement or separation of the dual clutch 5 and the first gear assembly 400 can realize the switching of different gears. For example, when the dual clutch 5 is separated from the first gear assembly 400, according to the engagement of the output parts 14 of different gears in the first gear assembly 400 and the second gear assembly 500, the vehicle is in gear 1 or gear 2. When the dual clutch 5 is engaged with the first gear assembly 400, according to the engagement of the output parts 14 of different gears in the first gear assembly 400 and the second gear assembly 500, the vehicle is in gear 3 or gear 4.

[0102] In specific applications, the dual clutch 5 includes but is not limited to a friction clutch, a wet clutch, a dry clutch, etc. Those skilled in the art can select it according to the needs, and the present application does not limit it.

[0103] Optionally, in some embodiments, referring to Figure 1The double clutch 5 further comprises a second clutch 5b; the first gear assembly 400 comprises a second clutch output 7 and a first planetary carrier 9; one end of the second clutch output 7 is connected with the first planetary carrier 9; the second clutch output 7 is engaged with or separated from the second clutch 5b.

[0104] In the embodiments of the present application, the double clutch 5 comprises a second clutch 5b, the first gear assembly 400 comprises a second clutch output 7 and a first planetary carrier 9, and one end of the second clutch output 7 is connected with the first planetary carrier 9; the second clutch output 7 is engaged with or separated from the second clutch 5b.

[0105] The second clutch output 7 is sleeved on the engine shaft 2, and can play a role of buffering power transmission and reducing vibration and impact. It is also convenient for the hybrid power transmission system to realize flexible switching of different modes.

[0106] When the second clutch 5b is engaged, the power of the engine 1 is transmitted to the first planetary carrier 9 through the second clutch output 7. For example, in some gears (such as 3rd gear or 4th gear), the second clutch output 7 connects the second clutch 5b with the first planetary carrier 9, so that the first planetary carrier 9 can rotate and drive the first gear assembly 400 to work, thereby realizing power transmission and output.

[0107] Optionally, in some embodiments, referring to Figure 1 The second clutch output 7 comprises a second gear 7a and a second clutch output shaft 7b; one end of the second clutch output shaft 7b is connected with the first planetary carrier 9, and the other end of the second clutch output shaft 7b extends into the generator rotor 4 and is connected with the second gear 7a; the second gear 7a is engaged with or separated from the second clutch 5b.

[0108] In the embodiments of the present application, the second clutch output 7 comprises a second gear 7a and a second clutch output shaft 7b, one end of the second clutch output shaft 7b is connected with the first planetary carrier 9, and the other end of the second clutch output shaft 7b extends into the generator rotor 4 and is connected with the second gear 7a; the second gear 7a is engaged with or separated from the second clutch 5b.

[0109] The second clutch output 7 is provided with a second gear 7a and a second clutch output shaft 7b, one end of the second clutch output shaft 7b is connected with the first planetary carrier 9, and one end of the second clutch output shaft 7b is connected with the second gear 7a; by engaging or separating the second gear 7a with the second clutch 5b, the generator rotor 4 can be connected or separated with the first planetary carrier 9, and further the power generated when the generator rotor 4 rotates can be transmitted to the first planetary carrier 9 through the second clutch output 7.

[0110] In the hybrid mode, the double clutch 5 is engaged, and the power of the generator rotor 4 and the engine 1 is reasonably distributed through the first gear assembly 400, and part of the power can directly drive the vehicle, and the other part of the power can be used for power generation or auxiliary driving, improving the power performance and fuel economy of the vehicle.

[0111] Optionally, in some embodiments, referring to Figure 1 The double clutch 5 includes a first clutch 5a, and a first gear 5c is sleeved on the engine shaft 2, and the first gear 5c is engaged or separated from the first clutch 5.

[0112] In the embodiment of the application, the clutch 5 further includes a first clutch 5a, and a first gear 5c is sleeved on the engine shaft 2, and the first gear 5c is engaged or separated from the first clutch 5.

[0113] By engaging or separating the first gear 5c from the first clutch 5a, the engine shaft 2 can be connected or separated from the generator rotor 4, and then the engine 1 drives the generator rotor 4 or the engine 1 does not drive the generator rotor 4.

[0114] Optionally, in some embodiments, referring to Figure 1 The first gear assembly 400 further includes a first sun gear 16, a first planetary gear 11, and a first synchronizer 30; the engine shaft 2 is connected with the first sun gear 16 and the first synchronizer 30 respectively, and the engine shaft 2 drives the first sun gear 16 and the first synchronizer 30 to rotate when rotating; the first synchronizer 30 is engaged or separated from the first sun gear 16; the first planetary gear 11 is connected with the first planet carrier 9, and the first planetary gear 11 is toothed with the first sun gear 16.

[0115] In the embodiment of the application, the first gear assembly 400 includes a first sun gear 16, a first planetary gear 11, and a first synchronizer 30; the first sun gear 16 is sleeved on the engine shaft 2, the first synchronizer 30 is movably arranged on the engine shaft 2, the engine shaft 2 drives the first sun gear 16 and the first synchronizer 30 to rotate when rotating when the first synchronizer 30 is combined with the first sun gear 16, the first planetary gear 11 is connected with the first planet carrier 9, and the first planetary gear 11 is toothed with the first sun gear 16.

[0116] The first sun gear 16 is sleeved on the engine shaft 2, and when the power generated by the engine 1 is transmitted to the first gear structure 400 through the engine shaft 2, it can play a buffering role, which is beneficial to realize the complex power coupling between the engine and the motor in the hybrid power transmission system, so that the energy distribution of the whole power system is more reasonable, and the service life of the whole transmission system is effectively prolonged.

[0117] In some embodiments, the first synchronizer 30 is a single-sided synchronizer, which is movably arranged on the engine shaft 2, and the first sun gear 16 is provided with a synchronizing tooth on the side. When the first synchronizer 30 is combined with the first sun gear 16, the engine shaft 2 drives the first sun gear 16 and the first synchronizer 30 to rotate when rotating, the first sun gear 16 is in gear connection with the first planetary gear 11, and the power of the engine 2 is transmitted to the first planetary gear 11 through the first synchronizer 30, the first sun gear 16, and the first planetary gear 11. The first planetary gear 11 transmits the torque of the engine shaft 2 to the output end assembly.

[0118] The first planetary gear 11 is connected with the first carrier 9, and in some working conditions, the first planetary gear 11 can transmit the power of the first carrier 9 to the first planetary gear 11; the first planetary gear 11 is in gear connection with the first sun gear 16, and the rotation of the first sun gear 16 can drive the first planetary gear 11 to rotate, so as to realize power transmission.

[0119] Optionally, in some embodiments, referring to Figure 1 , the first carrier 9 further comprises a first ring gear 9a close to the engine shaft 2; the first ring gear 9a is in engagement or disengagement with the driving motor transmission assembly 700.

[0120] In the embodiments of the present application, the first carrier 9 further comprises a first ring gear 9a close to the engine shaft 2, and the first ring gear 9a is in engagement or disengagement with the driving motor transmission assembly 700. By connecting or disconnecting the first ring gear 9a and the driving motor transmission assembly 700, the first carrier 9 drives the driving motor transmission assembly 700 to rotate, and the power is transmitted from the first carrier 9 to the driving motor transmission assembly 700. Optionally, in some embodiments, referring to Figure 1 , the first gear assembly 400 further comprises a first lock-up clutch 8; the first lock-up clutch 8 is used to control the rotation of the first carrier 9.

[0121] In the embodiments of the present application, the first gear assembly 400 further comprises a first lock-up clutch 8, which can lock the first carrier 9, thereby preventing the first gear structure from slipping and improving the stability and efficiency of the transmission system. In the shifting process, the first lock-up clutch 8 can lock the first carrier 9, thereby realizing a smooth shifting process.

[0122] After the first lock-up clutch 8 locks the first carrier 9, the first planetary gear 11 stops revolving around the first carrier 9 and rotates by itself.

[0123] Planetary gears are gears mounted on a planet carrier, which is a supporting structure. The planet carrier acts like a "support," with multiple shaft holes for mounting the planetary gears, allowing them to rotate around the axes of these shaft holes. Simultaneously, the planet carrier itself can also revolve around the central axis of the system. The outer teeth of the planetary gears mesh with the inner teeth of the ring gear, and the central hole connects to the axis of the planet carrier. When power is input, such as from the sun gear, the planetary gears rotate under its drive. Due to their meshing with the ring gear and their connection to the planet carrier, the rotation of the planetary gears in turn drives the planet carrier to revolve. The planet carrier's revolution then transmits power to other connected components.

[0124] In this embodiment, when the first lock-up clutch 8 is disengaged, the first planetary carrier 9 is not locked and can rotate freely. During power transmission, the first planetary gear 11, driven by the sun gear, not only rotates on its own axis but also drives the first planetary carrier 9 to revolve. This allows power to be flexibly distributed between different transmission paths. This helps the vehicle utilize power efficiently at different driving speeds, reducing shocks and jerks during power transmission.

[0125] When the first lock-up clutch 8 is engaged, the first planetary carrier 9 is locked, and power is input from the first sun gear 16. The first planetary gear 11 can only rotate on its own axis while fixed on the first planetary carrier 9, driving the double-layer ring gear 10 to rotate at a specific transmission ratio. This achieves either deceleration and torque increase or speed increase and torque decrease, thereby adjusting the power output to adapt to different driving conditions. This configuration can adjust the power distribution between the engine, generator, and drive motor, allowing the engine to operate in its high-efficiency range and achieving reasonable energy distribution. When the vehicle brakes or decelerates, it can effectively transfer the kinetic energy of the wheels to the generator, improving energy recovery efficiency and reducing energy waste.

[0126] Alternatively, in some embodiments, see Figure 1 , Figure 2 The second gear assembly 500 includes a double-layer gear ring 10; the double-layer gear ring 10 includes an internal gear ring 10a and at least two layers of external gear rings 12 and 13; the different external gear rings have different diameters; the internal gear ring 10a is engaged or disengaged from the first gear assembly 400; the at least two layers of external gear rings 12 and 13 are engaged or disengaged from the output end assembly 600 respectively.

[0127] The internal gear ring 10a is connected to the first gear assembly 400 and can transmit the power of the first gear assembly 400 to the double-layer gear ring 10.

[0128] The outer ring gears 12 and 13 have different diameters and different numbers of teeth, and are engaged with or separated from the output end assembly 600, so that the vehicle can have different transmission ratios between the engine and the wheels, so as to adapt to different speeds and loads, that is, to change gears during the driving process of the vehicle.

[0129] In some embodiments of the present application, the number of teeth of the outer ring gear 12 is less than that of the outer ring gear 13, and in specific applications, those skilled in the art can select according to requirements, and the present application does not limit this.

[0130] Optionally, in some embodiments, referring to Figure 1 , Figure 2 , the first gear assembly includes the first planetary gear 11, and the inner ring gear 10a is toothed with the first planetary carrier 11.

[0131] In the embodiments of the present application, such arrangement is more conducive to the layout of the vehicle interior space, and makes the power transmission of the transmission system more stable.

[0132] Optionally, in some embodiments, referring to Figure 1 、 Figure 2 , the output end assembly 600 includes an output shaft 24, a second synchronizer 25 and an output gear 26; the second synchronizer 25 and the output gear are arranged on the output shaft 24 and rotate with the output shaft 24; the second synchronizer 25 is used to realize engagement or separation with at least two layers of the outer ring gears 12 and 13. In the embodiments of the present application, the output end assembly includes an output shaft 24, a second synchronizer 25 and an output gear 26. The second synchronizer 25 and the output gear 26 are arranged on the output shaft 24 and rotate with the output shaft 24. The second synchronizer 25 is a double-sided synchronizer and is movably arranged on the main reduction gear shaft 24. The second synchronizer 25 can realize engagement or separation with at least two layers of the outer ring gears 12 and 13. The power can be transmitted from the outer ring gears 12 and 13 to the output shaft 24 through the second synchronizer 25, and then to the output gear 26.

[0133] Since the outer ring gears 12 and 13 have different diameters and different numbers of teeth, the second synchronizer can be engaged with the outer ring gears 12 or 13 to produce different transmission ratios, thereby producing different torques. During the driving process of the vehicle, the more suitable gear can be selected according to the requirements, the performance of the vehicle can be optimized, and the fuel economy can be improved.

[0134] Optionally, in some embodiments, referring to Figure 1The output part comprises at least two coupling gears 14a and 14b, the at least two coupling gears 14a and 14b are respectively in gear connection with the at least two outer ring gears 12 and 13, and the second synchronizer 25 is engaged with or separated from the at least two coupling gears 14a and 14b. In the embodiment, the second gear structure 500 further comprises an output part 14, and the output part 14 comprises at least two coupling gears 14a and 14b.

[0135] When the second synchronizer 25 is in the "neutral" position, the coupling gears 14a and 14b do not transmit power, i.e., are empty on the main reduction gear shaft 24. According to the needs of the driving conditions of the vehicle, the main coupling gear 14a or the coupling gear 14b can be engaged to realize power transmission in different gears.

[0136] Another main function of the second synchronizer 25 is to help realize smooth gear shifting. By synchronizing the transmission shaft and the gear, the second synchronizer 25 ensures correct matching of the gear during gear shifting, reduces friction and impact during gear shifting, and thus prolongs the service life of the output end assembly 600. When the driver prepares to shift gears, the synchronizer synchronizes the rotation speeds of the coupling gear to be shifted in and the current gear, so that the gear shifting is more stable.

[0137] Optionally, in some embodiments, referring to Figures 1-4 The double-layer ring gear 10 comprises an inner ring gear part 10b and an outer ring gear part 10c, the outer ring gear part 10c comprises an inner ring gear mounting hole 10d and at least two outer ring gears arranged on the outer surface, and the inner surface of the inner ring gear part 10b is provided with an inner ring gear 10a, and the outer surface of the inner ring gear part 10b is connected with the inner surface of the inner ring gear mounting hole 10d.

[0138] In the embodiment, the inner ring gear mounting hole 10d is a through hole, and the diameter of the inner ring gear mounting hole 10d is less than or equal to the outer diameter of the inner ring gear part 10b, or the inner ring gear part 10b is mounted inside the outer ring gear part 10c by the inner ring gear mounting hole 10d, so that the inner ring gear part 10b and the outer ring gear part 10c of the double-layer ring gear 10 are connected into an integrated whole, which can provide more stable power transmission, and the close connection between the inner ring gear part 10b and the outer ring gear part 10c can reduce the gap and vibration during power transmission. If any part of the inner ring gear part 10b or the outer ring gear part 10c is damaged, only the damaged part can be repaired or replaced, which can reduce the maintenance cost and prolong the service life of the double-layer ring gear.

[0139] In specific practice, the inner ring gear part 10b and the outer ring gear part 10c of the double-layer ring gear 10 can also be connected by bolts. The double-layer ring gear 10 can also be integrally formed, and the embodiment does not make specific limitations in this regard.

[0140] Optionally, in some embodiments, referring to Figure 1The driving motor transmission assembly 700 comprises a driving motor gear set 17, a first motor shaft 18, a driving motor decoupling clutch 20, and a driving motor output shaft 23; the driving motor gear set 17 is engaged with or separated from the second gear assembly 500; the driving motor gear set 17 is connected with the first motor shaft 18; the driving motor decoupling clutch 20 is arranged between the first motor shaft 18 and the driving motor output shaft 23 and is used for engaging or separating the first motor shaft 18 and the driving motor output shaft 23.

[0141] In the embodiment of the application, the driving motor transmission assembly comprises a driving motor gear set 17, a first motor shaft 18, a driving motor decoupling clutch 20, and a driving motor output shaft 23; the driving motor gear set 17 is engaged with or separated from the second gear assembly 500; the driving motor gear set 17 is connected with the first motor shaft 18; the driving motor decoupling clutch 20 is arranged between the first motor shaft 18 and the driving motor output shaft 23 and is used for engaging or separating the first motor shaft 18 and the driving motor output shaft 23.

[0142] The power connection state between the driving motor and other components can be flexibly adjusted, the power transmission path and size can be accurately controlled according to different working conditions (for example, starting, accelerating, uniform speed driving, braking, etc.), the power output of the vehicle is more stable and efficient, the abrupt engagement or interruption of power is avoided, the impact and vibration are reduced, and the driving comfort is improved; when energy is recovered, the work of each component can be effectively coordinated, the kinetic energy of the vehicle is converted into electric energy through a suitable transmission path for recovery and storage, and the energy utilization rate is improved; meanwhile, the structure design also provides convenience for fault diagnosis and maintenance of the system, once a component has a problem, the fault component can be isolated by controlling the state of the clutch, the component can be individually checked and maintained, the maintenance cost and difficulty are reduced, the reliability and adaptability of the entire driving system are enhanced, and the comprehensive requirements of modern vehicles for high performance, low energy consumption, and high reliability are met.

[0143] Optionally, in some embodiments, referring to Figure 1 The driving motor transmission assembly 700 further comprises a second locking clutch 29 for controlling the rotation of the first motor shaft 18.

[0144] In the embodiment of the application, the driving motor transmission assembly 700 further comprises a second locking clutch 29 for controlling the rotation of the first motor shaft 18.

[0145] After the second lock-up clutch 29 locks the first motor shaft 18, since the first motor shaft 18 is fixedly connected to the second sun gear 17a, the second sun gear 17a is also locked. The second planetary gear 17b stops revolving around the second sun gear 17a and only rotates on its own axis. At this time, the transmission system can output higher torque. The rotation and revolution of the second planetary gear 17b can achieve power splitting. The rotation of the second planetary gear 17b not only achieves the effect of speed reduction and torque increase, but also improves the efficiency and reliability of the transmission system through power splitting and multi-axis output. Specifically, the transmission system of this application has the following modes:

[0146] like Figures 5-6 As shown, in engine direct drive mode, gear 1, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14a. The power transmission route is as follows: engine 1 → engine shaft 2 → first sun gear 16 → first planetary gear 11 → double ring gear 10 → output shaft 24 → output gear 26 → differential 28.

[0147] like Figures 7-8 As shown, in engine direct drive mode, gear 2, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14b. The power transmission route is as follows: engine 1 → engine shaft 2 → first sun gear 16 → first planetary gear 11 → double ring gear 10 → output shaft 24 → output gear 26 → differential 28.

[0148] like Figures 9-10 As shown, in engine direct drive mode at gear 3, the dual clutch 5 is engaged, the first lock-up clutch 8 is disengaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 meshes with the engagement gear 14a. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0149] like Figures 11-12 As shown, in engine direct drive mode at 4th gear, the dual clutch 5 is engaged, the first lock-up clutch 8 is disengaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 meshes with the engagement gear 14b. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0150] like Figures 13-14As shown, in parallel mode 1, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the drive motor decoupling clutch 20 is engaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14a. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28; Drive motor output shaft 23 → Drive motor decoupling clutch 20 → First motor shaft 18 → Second sun gear 17a → Second planetary gear 17b → Second planetary carrier 19 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0151] like Figures 15-16 As shown, in parallel mode 2, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the drive motor decoupling clutch 20 is engaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14b. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28; 23 → 20 → 18 → 17a → 17b → 10 → 24 → 26 → 28.

[0152] like Figures 17-18 As shown, in full-speed mode 1, the dual-clutch 5 is disengaged, the first lock-up clutch 8 is disengaged, the second lock-up clutch 29 is disengaged, the drive motor decoupling clutch 20 is engaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14a. The power transmission route is as follows: Engine 1 → Engine shaft 2 → Dual-clutch 5 → First planetary carrier 9 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28; Drive motor output shaft 23 → Drive motor decoupling clutch 20 → First motor shaft 18 → Second sun gear 17a → Second planetary gear 17b → Second planetary carrier 19 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0153] like Figures 19-20As shown, full speed mode 2, in this mode, the double clutch 5 is open, the first lock clutch 8 is open, the second lock clutch 29 is open, the drive motor decoupling clutch 20 is closed, the first synchronizer 30 and the first sun gear 16 are engaged, the second synchronizer 25 and the combined gear 14b are engaged. The power transmission route is as follows: engine 1→engine shaft 2→double clutch 5→first planetary carrier 9→first sun gear 16→first planetary gear 11→double layer ring gear 10→output shaft 24→output gear 26→differential 28; drive motor output shaft 23→drive motor decoupling clutch 20→first motor shaft 18→second sun gear 17a→second planetary gear 17b→second planetary carrier 19→double layer ring gear 10→output shaft 24→output gear 26→differential 28.

[0154] As shown, full speed mode 2, in this mode, the double clutch 5 is open, the first lock clutch 8 is open, the second lock clutch 29 is open, the drive motor decoupling clutch 20 is closed, the first synchronizer 30 and the first sun gear 16 are engaged, the second synchronizer 25 and the combined gear 14b are engaged. The power transmission route is as follows: engine 1→engine shaft 2→double clutch 5→first planetary carrier 9→first sun gear 16→first planetary gear 11→double layer ring gear 10→output shaft 24→output gear 26→differential 28; drive motor output shaft 23→drive motor decoupling clutch 20→first motor shaft 18→second sun gear 17a→second planetary gear 17b→second planetary carrier 19→double layer ring gear 10→output shaft 24→output gear 26→differential 28. Figures 21-22 As shown, full speed mode 2, in this mode, the double clutch 5 is open, the first lock clutch 8 is open, the second lock clutch 29 is open, the drive motor decoupling clutch 20 is closed, the first synchronizer 30 and the first sun gear 16 are engaged, the second synchronizer 25 and the combined gear 14b are engaged. The power transmission route is as follows: engine 1→engine shaft 2→double clutch 5→first planetary carrier 9→first sun gear 16→first planetary gear 11→double layer ring gear 10→output shaft 24→output gear 26→differential 28; drive motor output shaft 23→drive motor decoupling clutch 20→first motor shaft 18→second sun gear 17a→second planetary gear 17b→second planetary carrier 19→double layer ring gear 10→output shaft 24→output gear 26→differential 28.

[0155] Figures 23-24 As shown, full speed mode 2, in this mode, the double clutch 5 is open, the first lock clutch 8 is open, the second lock clutch 29 is open, the drive motor decoupling clutch 20 is closed, the first synchronizer 30 and the first sun gear 16 are engaged, the second synchronizer 25 and the combined gear 14b are engaged. The power transmission route is as follows: engine 1→engine shaft 2→double clutch 5→first planetary carrier 9→first sun gear 16→first planetary gear 11→double layer ring gear 10→output shaft 24→output gear 26→differential 28; drive motor output shaft 23→drive motor decoupling clutch 20→first motor shaft 18→second sun gear 17a→second planetary gear 17b→second planetary carrier 19→double layer ring gear 10→output shaft 24→output gear 26→differential 28.

[0156] As shown, full speed mode 2, in this mode, the double clutch 5 is open, the first lock clutch 8 is open, the second lock clutch 29 is open, the drive motor decoupling clutch 20 is closed, the first synchronizer 30 and the first sun gear 16 are engaged, the second synchronizer 25 and the combined gear 14b are engaged. The power transmission route is as follows: engine 1→engine shaft 2→double clutch 5→first planetary carrier 9→first sun gear 16→first planetary gear 11→double layer ring gear 10→output shaft 24→output gear 26→differential 28; drive motor output shaft 23→drive motor decoupling clutch 20→first motor shaft 18→second sun gear 17a→second planetary gear 17b→second planetary carrier 19→double layer ring gear 10→output shaft 24→output gear 26→differential 28. Figures 25-26 ​As shown, in pure electric mode 1, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is engaged, and the second synchronizer 25 engages with the engagement gear 14a. The power transmission route is as follows: drive motor output shaft 23 → drive motor decoupling clutch 20 → first motor shaft 18 → second sun gear 17a → second planetary gear 17b → second planetary carrier 19 → double-layer ring gear 10 → output shaft 24 → output gear 26 → differential 28.

[0157] like Figures 27-28 As shown, in pure electric mode 2, the dual clutch 5 is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is engaged, and the second synchronizer 25 engages with the engagement gear 14b. The power transmission route is as follows: drive motor output shaft 23 → drive motor decoupling clutch 20 → first motor shaft 18 → second sun gear 17a → second planetary gear 17b → second planetary carrier 19 → double-layer ring gear 10 → output shaft 24 → output gear 26 → differential 28.

[0158] like Figures 29-30 As shown, in the parking generator mode, the first clutch 5a is engaged, the second clutch 5b is disengaged, the first lock-up clutch 8 is disengaged, and the second lock-up clutch 29 is disengaged. The power transmission route is as follows: 2→5. Figures 31-32 As shown, in driving power generation mode 1, the first clutch 5a is engaged, the second clutch 5b is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 meshes with the engagement gear 14a. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First clutch 5a; Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0159] like Figures 33-34 As shown, in the second gear of the driving power generation mode, the first clutch 5a is engaged, the second clutch 5b is disengaged, the first lock-up clutch 8 is engaged, the second lock-up clutch 29 is disengaged, the first synchronizer 30 and the first sun gear 16 are engaged, and the second synchronizer 25 is engaged with the engagement gear 14b. The power transmission route is as follows: Engine 1 → Engine shaft 2 → First clutch 5a; Engine 1 → Engine shaft 2 → First sun gear 16 → First planetary gear 11 → Double ring gear 10 → Output shaft 24 → Output gear 26 → Differential 28.

[0160] like Figures 35-36 As shown, in the parking start mode, the first clutch 5a is engaged, the second clutch 5b is disengaged, the first lock-up clutch 8 is disengaged, and the second lock-up clutch 29 is disengaged. The power transmission route is as follows: first clutch 5a → engine shaft 2 → engine 1.

[0161] As Figures 37-38 shown, kinetic energy recovery mode, in this mode, the double clutch 5 is disconnected, the first lock-up clutch 8 is closed, and the second lock-up clutch 29 is closed. The power transmission route is as follows: differential 28→output gear 26→output shaft 24→double-layer ring gear 10→second planet carrier 19→second planet gear 17b→second sun gear 17a→first motor shaft 18→drive motor decoupling clutch 20→drive motor output shaft 23→drive motor rotor 22.

[0162] In some embodiments of the present application, a vehicle is also provided, comprising the transmission system according to any one of the above embodiments.

[0163] Other components of the transmission system and the vehicle according to the embodiments of the present application, such as clutches, synchronizers and differentials, are known to those skilled in the art and will not be described in detail here.

[0164] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in the embodiment or example are included in at least one embodiment or example of the present application. In the present description, the exemplary description of the above terms does not necessarily mean the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be appropriately combined in any one or more embodiments or examples.

[0165] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A transmission system characterized by, The application relates to a motor shaft (2), a generator transmission assembly (300), a first gear assembly (400), a second gear assembly (500), an output end assembly (600) and a driving motor transmission assembly (700). The motor shaft (2) is connected with or separated from the generator transmission assembly (300) and the first gear assembly (400); the generator transmission assembly (300) is also connected with or separated from the first gear assembly (400). The first gear assembly (400) is connected with or separated from the second gear assembly (500) and the driving motor transmission assembly (700). The second gear assembly (500) comprises output parts (14) corresponding to different gears, and the output parts (14) of different gears are connected with or separated from the output end assembly (600). The generator transmission assembly (300) comprises a generator rotor (4) and a double clutch (5).

2. The transmission system of claim 1, wherein, The double clutch (5) is connected with the generator rotor (4) and arranged on the side of the generator rotor (4) close to the motor shaft (2). The double clutch (5) is connected with or separated from the motor shaft (2) and the first gear assembly (400). The double clutch (5) further comprises a second clutch (5b).

3. The transmission system of claim 2, wherein, The first gear assembly (400) comprises a second clutch output part (7) and a first planet carrier (9), and one end of the second clutch output part (7) is connected with the first planet carrier (9). The second clutch output part (7) is connected with or separated from the second clutch (5b). The second clutch output part (7) comprises a second gear (7a) and a second clutch output shaft (7b).

4. The transmission system of claim 3, wherein, One end of the second clutch output shaft (7b) is connected with the first planet carrier (9), and the other end of the second clutch output shaft (7b) extends into the generator rotor (4) and is connected with the second gear (7a). The second gear (7a) is connected with or separated from the second clutch (5b). The double clutch (5) comprises a first clutch (5a).

5. The transmission system of claim 3, wherein, A first gear (5c) is arranged on the motor shaft (2), and the first gear (5c) is connected with or separated from the first clutch (5a). The first gear assembly (400) further comprises a first sun gear (16), a first planet gear (11) and a first synchronizer (30), the motor shaft (2) is connected with the first sun gear (16) and the first synchronizer (30), and the motor shaft drives the first sun gear (16) and the first synchronizer (30) to rotate when rotating; the first synchronizer (30) is connected with or separated from the first sun gear (16).

6. The transmission system of claim 3, wherein, The first planet gear (11) is connected with the first planet carrier (9), and the first planet gear (11) is toothed with the first sun gear (16). The first planet carrier (9) further comprises a first ring gear (9a) close to the motor shaft (2), and the first ring gear (9a) is connected with or separated from the driving motor transmission assembly (700).

7. A transmission system according to claim 6, characterised in that, ​ 8. The transmission system of claim 7, wherein, The first gear assembly (400) further comprises a first lock-up clutch (8), wherein the first lock-up clutch (8) is used to control the rotation of the first carrier (9).

9. A transmission system according to any one of claims 1 to 8, characterised in that, The second gear assembly (500) comprises a double-layer ring gear (10). The double-layer ring gear (10) comprises an inner ring gear (10a) and at least two layers of outer ring gears (12, 13), wherein the diameters of different outer ring gears are different. The inner ring gear (10a) is engaged with or separated from the first gear assembly (400). The at least two layers of outer ring gears (12, 13) are respectively engaged with or separated from the output assembly (600).

10. The transmission system of claim 9, wherein, In the case that the first gear assembly (400) comprises a first planetary gear (11), the inner ring gear (10a) is toothed with the first planetary gear (11).

11. The transmission system of claim 9, wherein, The output assembly (600) comprises an output shaft (24), a second synchronizer (25) and an output gear (26). The second synchronizer (25) and the output gear are arranged on the output shaft (24) and rotate with the output shaft. The second synchronizer is used to realize the engagement or separation with the at least two layers of outer ring gears (12, 13) respectively.

12. The transmission system of claim 11, wherein, The output part (14) comprises at least two coupling gears (14a, 14b). The at least two coupling gears (14a, 14b) are respectively toothed with the at least two layers of outer ring gears (12, 13). The second synchronizer (25) is respectively engaged with or separated from the at least two coupling gears (14a, 14b).

13. The transmission system of claim 9, wherein, The double-layer ring gear (10) comprises an inner ring gear part (10b) and an outer ring gear part (10c). The outer ring gear part (10c) comprises an inner ring gear mounting hole (10d) and at least two outer ring gears (12, 13) arranged on the outer surface. The inner surface of the inner ring gear part (10b) is provided with the inner ring gear (10a), and the outer surface of the inner ring gear part (10b) is connected with the inner surface of the inner ring gear mounting hole (10d).

14. A transmission system according to any one of claims 1 to 8, characterised in that, The drive motor transmission assembly (700) comprises a drive motor gear set (17), a first motor shaft (18), a drive motor decoupling clutch (20), a drive motor output shaft (23). The drive motor gear set (17) is engaged with or separated from the second gear assembly (500). The drive motor gear set (17) is connected with the first motor shaft (18). The drive motor decoupling clutch (20) is arranged between the first motor shaft (18) and the drive motor output shaft (23) and is used to engage or separate the first motor shaft (18) and the drive motor output shaft (23).

15. The transmission system of claim 14, wherein, The drive motor transmission assembly (700) further comprises a second lock-up clutch (29) used to control the rotation of the first motor shaft (18).

16. A vehicle characterized by comprising: The transmission system comprises any one of claims 1-15.

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