Multi-mode transmission and vehicle with same

Abstract

The utility model provides a multi-mode transmission and a vehicle with the multi-mode transmission, the multi-mode transmission comprises a first motor, a second motor, a first gear set and a second gear set, both the output end of the first gear set and the output end of the second gear set can be in driving connection with a wheel end, and the speed ratio of the second gear set is larger than that of the first gear set; the multi-mode transmission further comprises a first gear shifting mechanism and a second gear shifting mechanism, the output end of the second motor can be combined with or disconnected from the second gear set through the second gear shifting mechanism, and the output end of the first motor can be combined with or disconnected from the first gear set and the second gear set through the first gear shifting mechanism. Through the technical scheme provided by the invention, the problem that the stall risk exists when the vehicle runs at a high speed when the motor power is limited or the motor breaks down in the related technology can be solved.

Description

TECHNICAL FIELD

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

[0002] Transmission is one of the core components in automobile drive system, and its main function is to change the speed and torque of motor, engine to wheel end, so that the required power output can be obtained at different driving speeds and road conditions, so that the vehicle can adapt to various driving conditions.

[0003] In related technologies, pure electric vehicles use electric motors as power sources, and hybrid vehicles use electric motors and engines as power sources. However, when the motor power is limited or the motor fails, the vehicle has a risk of stalling when driving at high speed. UTILITY MODEL CONTENT

[0004] The utility model provides a kind of multimode transmission and vehicle with it, to solve the problem of related technology in the motor power limit or motor failure, vehicle in high-speed driving stall risk.

[0005] According to one aspect of the utility model, a multimode transmission is provided, the multimode transmission includes a first motor, a second motor, a first gear set and a second gear set, the output end of the first gear set and the output end of the second gear set can be connected with the wheel end drive, the speed ratio of the second gear set is greater than the speed ratio of the first gear set;Wherein, the multimode transmission further includes a first shift mechanism and a second shift mechanism, the output end of the second motor can be combined or disconnected with the second gear set through the second shift mechanism, the output end of the first motor can be combined or disconnected with the first gear set and the second gear set through the first shift mechanism.

[0006] Further, the multimode transmission further includes a disconnecting mechanism, the disconnecting mechanism has a connected state of combining the output end of the engine with the multimode transmission and an open state of disconnecting the output end of the engine from the multimode transmission, when the disconnecting mechanism is in the connected state, the output end of the engine can be combined or disconnected with the first gear set and the second gear set through the first shift mechanism.

[0007] Further, the first gear set includes a first driving gear and a first driven gear engaged with each other, the second gear set includes a second driving gear and a second driven gear engaged with each other, the first shift mechanism can be combined or disconnected with the first driving gear and the second driving gear, the second shift mechanism can be combined or disconnected with the second driving gear, and the first driven gear and the second driven gear can be connected with the wheel end drive.

[0008] Further, the multi-mode transmission further comprises a first input shaft and a second input shaft, the first driving gear is arranged on the second input shaft, the output end of the engine is disconnected from the first input shaft when the disconnecting mechanism is in the open state, the output end of the engine is connected to the first input shaft when the disconnecting mechanism is in the connected state, and the first input shaft is capable of being connected or disconnected with the first driving gear and the second driving gear through the first shifting mechanism.

[0009] Further, the multi-mode transmission further comprises a third input shaft, and the second driving gear is arranged on the third input shaft.

[0010] Further, the multi-mode transmission further comprises an intermediate shaft, and the first driven gear and the second driven gear are both arranged on the intermediate shaft, and the intermediate shaft is capable of being connected to the wheel end drive.

[0011] Further, the multi-mode transmission further comprises a main reduction gear set comprising a main reduction driving gear and a main reduction driven gear, and the main reduction driving gear is arranged on the intermediate shaft; and a differential, and the main reduction driven gear is connected to the differential, and the differential is connected to the wheel end drive.

[0012] Further, the first shifting mechanism comprises a first shifting yoke, and / or the second shifting mechanism comprises a second shifting yoke.

[0013] Further, the disconnecting mechanism comprises a clutch.

[0014] According to another aspect of the utility model, a vehicle is provided, and the vehicle comprises the multi-mode transmission.

[0015] The multi-mode transmission comprises a first motor, a second motor, a first gear set, a second gear set, a first shifting mechanism and a second shifting mechanism.

[0016] When the multi-mode transmission is applied to a pure electric vehicle or a hybrid vehicle, through cooperation of the two motors, the two gear sets and the two shifting mechanisms, pure electric 3 gears can be realized.

[0017] Wherein, since the speed ratio of the second gear set is greater than the speed ratio of the first gear set, the first motor can intervene as needed to realize different wheel end torque outputs according to different battery levels of the vehicle: the pure electric 1st gear can be referred to as the base gear, the pure electric 2nd gear can be referred to as the Over boost gear, and the pure electric 3rd gear can be referred to as the super Power gear, so as to realize high power performance of the vehicle in pure electric mode.

[0018] And when motor power limitation or motor failure occurs in one of the first motor and the second motor, the other motor can also be used to work, so as to ensure the power performance of the vehicle when driving at high speed, and reduce or eliminate the risk of stalling of the vehicle when driving at high speed. BRIEF DESCRIPTION OF DRAWINGS

[0019] The drawings constituting a part of the specification of the application serve to provide a further understanding of the application, and the illustrative embodiments of the application and the description thereof serve to explain the application, and do not constitute an improper limitation on the application. In the drawings:

[0020] Figure 1 A structure schematic diagram of the multi-mode transmission applied to a hybrid vehicle is shown.

[0021] Figure 2 A power flow schematic diagram of the multi-mode transmission as a pure electric 1st gear is shown.

[0022] Figure 3 A power flow schematic diagram of the multi-mode transmission as a pure electric 2nd gear is shown.

[0023] Figure 4 A power flow schematic diagram of the multi-mode transmission as a pure electric 3rd gear is shown.

[0024] Figure 5 A power flow schematic diagram of the multi-mode transmission when the second motor fails is shown.

[0025] Figure 6 A power flow schematic diagram of the multi-mode transmission as an engine-driven H gear is shown.

[0026] Figure 7 A power flow schematic diagram of the multi-mode transmission as an engine-driven L gear is shown.

[0027] Figure 8 A structure schematic diagram of the multi-mode transmission applied to a pure electric vehicle is shown.

[0028] Wherein, the above drawings include the following reference signs:

[0029] 10. First motor;

[0030] 20. Second motor;

[0031] 30. First gear set; 31. First driving gear; 32. First driven gear;

[0032] 40. Second gear set; 41. Second driving gear; 42. Second driven gear;

[0033] 50. First gear shifting mechanism;

[0034] 60. Second gear shifting mechanism;

[0035] 70. Disconnect the mechanism;

[0036] 81. First input axis; 82. Second input axis; 83. Third input axis; 84. Intermediate axis;

[0037] 90. Main reduction gear set; 91. Main reduction drive gear; 92. Main reduction driven gear;

[0038] 100. Differential. Detailed Implementation

[0039] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0040] like Figures 1 to 8 As shown, this embodiment of the invention provides a multi-mode transmission, which includes a first motor 10, a second motor 20, a first gear set 30, and a second gear set 40. The output ends of both the first gear set 30 and the second gear set 40 can be driven to wheel ends. The speed ratio of the second gear set 40 is greater than that of the first gear set 30. The multi-mode transmission also includes a first shifting mechanism 50 and a second shifting mechanism 60. The output end of the second motor 20 can be engaged or disengaged from the second gear set 40 via the second shifting mechanism 60, and the output end of the first motor 10 can be engaged or disengaged from the first gear set 30 and the second gear set 40 via the first shifting mechanism 50.

[0041] When the multi-mode transmission is applied to a pure electric vehicle or a hybrid vehicle, the multi-mode transmission provided in the embodiment can realize pure electric 3 gears through cooperation of the two electric machines, the two gear sets and the two shift mechanisms. Specifically, 1) pure electric 1st gear, the second shift mechanism 60 is combined with the second gear set 40, and the second electric machine 20 can transmit power to the wheel end; 2) pure electric 2nd gear, the second shift mechanism 60 is combined with the second gear set 40, the first shift mechanism 50 is combined with the first gear set 30, and the first electric machine 10 and the second electric machine 20 can simultaneously transmit power to the wheel end; and 3) pure electric 3rd gear, the second shift mechanism 60 is combined with the second gear set 40, the first shift mechanism 50 is combined with the second gear set 40, and the first electric machine 10 and the second electric machine 20 can simultaneously transmit power to the wheel end.

[0042] In the embodiment, the first electric machine 10 can be selectively involved according to the battery power of the vehicle, so as to realize different wheel end torque outputs: the pure electric 1st gear can be referred to as base gear, the pure electric 2nd gear can be referred to as Over boost gear, and the pure electric 3rd gear can be referred to as super Power gear, thereby realizing high power performance of the vehicle in pure electric mode.

[0043] In addition, when one of the first electric machine 10 and the second electric machine 20 is limited in power or fails, the other electric machine can still work, so as to ensure the power performance of the vehicle in high-speed driving and reduce or eliminate the risk of stalling of the vehicle in high-speed driving.

[0044] As shown in FIG. 1, Figure 1 In the embodiment, the multi-mode transmission further comprises a disconnect mechanism 70, the disconnect mechanism 70 has a connected state in which the output end of the engine is combined with the multi-mode transmission and an open state in which the output end of the engine is disconnected from the multi-mode transmission, and when the disconnect mechanism 70 is in the connected state, the output end of the engine can be combined with or disconnected from the first gear set 30 and the second gear set 40 through the first shift mechanism 50.

[0045] With the above structure, engine H gear and engine L gear can be realized. The engine H gear: the disconnect mechanism 70 is in the connected state, the first shift mechanism 50 is combined with the second gear set 40, power is transmitted from the engine to the second gear set 40 and then to the wheel end; when the first electric machine 10 or the second electric machine 20 fails, the engine can directly intervene to drive the wheel end; when the first electric machine 10 or the second electric machine 20 normally works, its power is selectively involved. The engine L gear: the disconnect mechanism 70 is in the connected state, the first shift mechanism 50 is combined with the first gear set 30, power is transmitted from the engine to the first gear set 30 and then to the wheel end; when the first electric machine 10 or the second electric machine 20 normally works, its power is selectively involved.

[0046] The single-gear DHT (Dedicated Hybrid Transmission) in the related art has a power limitation of the motor or a failure of the driving motor or power generated by the generator cannot meet the use of the driving motor, which potentially leads to a stall of the vehicle during high-speed driving. In the related art, the engine and the first motor are used to jointly drive as a backup when the second motor fails. However, this method has limitations. The speed ratio of the engine and the first motor is generally small, and the speed ratio of the second motor is generally only 1 / 3 to 1 / 4 of the speed ratio of the first motor. With the high-speed driving of the motor, the speed ratio of the first motor is even lower. After considering the speed ratio, the driving torque of the engine and the first motor cannot completely cover the second motor when converted to the wheel end. Therefore, when the second motor fails, the method can only solve the problem of vehicle stalling to a certain extent and reduce the safety risk, but cannot achieve the original power performance of the vehicle. Continuously increasing the gear position and improving the power of the first motor or the engine will increase the cost of the vehicle.

[0047] The multi-mode transmission provided in the embodiment can further prevent power loss of the vehicle, can achieve multi-mode driving of the vehicle, and can achieve the original power performance when any power source fails, has strong power performance, and has a compact structure and high integration.

[0048] As shown in Figure 1 The first gear set 30 includes a first driving gear 31 and a first driven gear 32 that are engaged with each other, the second gear set 40 includes a second driving gear 41 and a second driven gear 42 that are engaged with each other, the first shift mechanism 50 can be combined with or disconnected from the first driving gear 31 and the second driving gear 41, the second shift mechanism 60 can be combined with or disconnected from the second driving gear 41, and the first driven gear 32 and the second driven gear 42 can be connected to the wheel end drive. The driving gear and the driven gear are used in combination, which has the advantages of simple transmission structure and low cost.

[0049] Specifically, the multi-mode transmission further includes a first input shaft 81 and a second input shaft 82, the first driving gear 31 is arranged on the second input shaft 82, the output end of the engine is disconnected from the first input shaft 81 when the disconnecting mechanism 70 is in the open state, the output end of the engine is combined with the first input shaft 81 when the disconnecting mechanism 70 is in the connected state, and the first input shaft 81 can be combined with or disconnected from the first driving gear 31 and the second driving gear 41 through the first shift mechanism 50. The multi-mode transmission further includes a third input shaft 83, the second driving gear 41 is arranged on the third input shaft 83. The multi-mode transmission further includes an intermediate shaft 84, the first driven gear 32 and the second driven gear 42 are arranged on the intermediate shaft 84, and the intermediate shaft 84 can be connected to the wheel end drive. The above structure has the advantage of fewer transmission components and can improve transmission efficiency.

[0050] As shown in Figure 1As shown, the multi-mode transmission further comprises a main reduction gear set 90 and a differential 100, the main reduction gear set 90 comprising a main reduction driving gear 91 and a main reduction driven gear 92, the main reduction driving gear 91 being arranged on the intermediate shaft 84, the main reduction driven gear 92 being drivingly connected with the differential 100, and the differential 100 being drivingly connected with the wheel end. Through the cooperation of the main reduction gear set 90 and the differential 100, the transmission and adjustment of power can be jointly completed. The main reduction gear set 90 first converts the high speed and low torque of the power source into low speed and high torque suitable for vehicle driving, and then transmits the power to the left and right wheels through the differential, and realizes the differential speed and reasonable distribution of torque of the wheels according to the driving conditions.

[0051] In the embodiment, the first shift mechanism 50 comprises a first shift fork, and the second shift mechanism 60 comprises a second shift fork. The application of the shift fork can smoothly push the gear and other components for shifting operation, reduce the jamming and jerk, so as to realize smooth shifting, and further improve the driving comfort.

[0052] The disconnect mechanism 70 comprises a clutch. The clutch has the advantages of quick response and low maintenance cost.

[0053] In order to facilitate the description of the multi-mode transmission provided by the embodiment, the following will be described in combination with a specific use mode:

[0054] 1. The gear position is defined by the engine gear position, wherein the gear speed ratio of the first gear set is composed of the first driving gear and the first driven gear, and the speed ratio is defined as a small speed ratio (abbreviated as L speed ratio); the gear speed ratio of the second gear set is composed of the second driving gear and the second driven gear, and the speed ratio is defined as a large speed ratio (abbreviated as H speed ratio); the speed ratio of the main reduction gear set is composed of the main reduction driving gear and the main reduction driven gear, and is abbreviated as FD speed ratio; the output torque of the first motor is abbreviated as M1, the output torque of the second motor is abbreviated as M2, and the output torque of the engine is abbreviated as EN;

[0055] 2. According to the attached Figures 2 to 4 It can be known that the torque output to the differential when the pure electric 1 gear is M2*H*FD; the torque output to the differential when the pure electric 2 gear is (M2*H+M1*L)*FD; the torque output to the differential when the pure electric 3 gear is (M2*H+M1*H)*FD; the first motor can be intervened as needed according to the different battery capacity (hereinafter abbreviated as SOC) of the vehicle, so as to realize different wheel end torque outputs; the 1 gear is a base gear, the 2 gear is an over boost gear, and the 3 gear can be abbreviated as a super power gear, so as to realize the high power performance of the vehicle in the pure electric mode; when the second motor fails, the first motor can directly intervene according to the attached Figure 5 The power flow is shown, realizing the power performance when the second motor drives alone; when the first motor fails, the second motor can directly intervene according to the attached Figure 2The dynamic flow is shown;

[0056] 3. Conventional single-gear DHT systems, having only one gear, typically have a gear ratio of 2.5 to 3.3, primarily used for medium to high speeds, with engine intervention generally occurring at speeds ≥60 kph. Therefore, when EV path power fails, the vehicle cannot climb slopes. Furthermore, the EV path gear ratio is typically around 10-13, equivalent to the first gear of a traditional transmission. Therefore, in this solution, the engine's H gear is a high-ratio gear, enabling higher wheel-end torque output and allowing for earlier engine intervention.

[0057] Among them, according to the appendix Figure 6 and 7 It can be seen that when the engine is in L gear, the torque output to the differential is EN*L*FD; when the engine is in H gear, the torque output to the differential is EN*H*FD; when the first motor or the second motor fails, because the H speed is relatively high, the engine can directly intervene to prevent power loss.

[0058] Specifically, the multi-mode transmission provided in this embodiment has the following implementation methods:

[0059] 1) Pure electric mode 1 ( Figure 2 The second shift fork engages with the second drive gear, and the second motor transmits power to the wheel ends via the second drive gear and the differential; power is also supplied in this manner when the first motor fails.

[0060] 2) Pure electric mode 2 ( Figure 3 The second shift fork engages with the second drive gear, and the second motor transmits power to the wheel end via the second drive gear and differential; the first shift fork engages with the first drive gear, and the first motor transmits power to the wheel end via the first drive gear and differential; the power of the two is superimposed at the wheel end.

[0061] 3) Pure electric 3-speed ( Figure 4 The second shift fork engages with the second drive gear, and the first shift fork engages with the second drive gear. The second motor and the first motor transmit power to the wheel ends via the second drive gear and the differential.

[0062] 4) EV operating condition, when the second motor fails to power ( Figure 5 The first shift fork engages with the second drive gear, and the first motor transmits power to the wheel ends via the second drive and driven gears and the differential; the engine can also intervene if necessary, see 5);

[0063] 5) Engine H gear ( Figure 6 ): When the disengagement mechanism is engaged, the first shift fork engages with the second drive gear, and power is transmitted from the engine to the second drive gear, and then to the wheel end via the main reduction gear set; when the first motor or the second motor fails, the engine can directly drive the wheel end through this mechanism; when the first motor or the second motor is working normally, its power is engaged as needed.

[0064] 6) Engine in L gear ( Figure 7 ): When the disengagement mechanism is engaged, the first shift fork engages with the first drive gear, and the power is transmitted from the engine to the first drive gear, and then to the wheel end via the main reduction gear set; when the first motor or the second motor is working normally, its power is engaged as needed.

[0065] The summary status is shown in the table below:

[0066]

[0067] Based on the above, we can see that the first motor, the second motor, and the engine provide mutual backup, thus enabling the wheel-end power demand to be met in both pure electric and fuel modes.

[0068] Another embodiment of this utility model provides a vehicle including a multi-mode transmission, which is the aforementioned multi-mode transmission. Therefore, this vehicle can also ensure power performance at high speeds and reduce or eliminate the risk of stalling at high speeds. Specifically, it can achieve three gears in pure electric mode and two gears in engine mode through three gear sets, one disconnect mechanism, and two shift forks, featuring low cost, strong power, and excellent performance.

[0069] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0070] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as exemplary only and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0071] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0072] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0073] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this utility model.

[0074] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A multi-mode transmission, characterized in that, The multi-mode transmission includes a first motor (10), a second motor (20), a first gear set (30), and a second gear set (40). The output ends of the first gear set (30) and the second gear set (40) can be driven to the wheel ends. The speed ratio of the second gear set (40) is greater than that of the first gear set (30). The multi-mode transmission further includes a first shift mechanism (50) and a second shift mechanism (60). The output end of the second motor (20) can be engaged or disengaged from the second gear set (40) through the second shift mechanism (60). The output end of the first motor (10) can be engaged or disengaged from the first gear set (30) and the second gear set (40) through the first shift mechanism (50).

2. The multi-mode transmission according to claim 1, characterized in that, The multi-mode transmission also includes a disconnection mechanism (70), which has a connected state that engages the engine output with the multi-mode transmission and an open state that disconnects the engine output from the multi-mode transmission. When the disconnection mechanism (70) is in the connected state, the engine output can engage or disengage with the first gear set (30) and the second gear set (40) through the first shifting mechanism (50).

3. The multi-mode transmission according to claim 2, characterized in that, The first gear set (30) includes a first driving gear (31) and a first driven gear (32) meshing with each other, and the second gear set (40) includes a second driving gear (41) and a second driven gear (42) meshing with each other. The first shifting mechanism (50) can engage or disengage with the first driving gear (31) and the second driving gear (41), and the second shifting mechanism (60) can engage or disengage with the second driving gear (41). Both the first driven gear (32) and the second driven gear (42) can be driven connected to the wheel end.

4. The multi-mode transmission according to claim 3, characterized in that, The multi-mode transmission further includes a first input shaft (81) and a second input shaft (82). The first drive gear (31) is disposed on the second input shaft (82). When the disconnection mechanism (70) is in the open state, the output end of the engine is disconnected from the first input shaft (81). When the disconnection mechanism (70) is in the connected state, the output end of the engine is engaged with the first input shaft (81). The first input shaft (81) can be engaged or disconnected with the first drive gear (31) and the second drive gear (41) through the first shifting mechanism (50).

5. The multi-mode transmission according to claim 3, characterized in that, The multi-mode transmission also includes a third input shaft (83), on which the second drive gear (41) is disposed.

6. The multi-mode transmission according to claim 3, characterized in that, The multi-mode transmission also includes an intermediate shaft (84), on which the first driven gear (32) and the second driven gear (42) are both disposed, and the intermediate shaft (84) can be driven connected to the wheel end.

7. The multi-mode transmission according to claim 6, characterized in that, The multi-mode transmission also includes: The main reduction gear set (90) includes a main reduction driving gear (91) and a main reduction driven gear (92), wherein the main reduction driving gear (91) is disposed on the intermediate shaft (84); Differential (100), the main reducer driven gear (92) is driven connected to the differential (100), and the differential (100) is driven connected to the wheel end.

8. The multi-mode transmission according to any one of claims 1 to 7, characterized in that, The first shift mechanism (50) includes a first shift fork, and / or the second shift mechanism (60) includes a second shift fork.

9. The multi-mode transmission according to any one of claims 2 to 7, characterized in that, The disconnection mechanism (70) includes a clutch.

10. A vehicle, characterized in that, The vehicle includes a multi-mode transmission, which is the multi-mode transmission according to any one of claims 1 to 9.

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