Gear shift transmission, powertrain and vehicle

Abstract

The application discloses a shift transmission, a power assembly and a vehicle, and belongs to the technical field of vehicles. The shift transmission comprises an output shaft, a first gear adjustment member, a second gear adjustment member, a first input shaft and a second input shaft. The first input shaft is selectively connected in transmission with the output shaft. The second input shaft is sleeved on the first input shaft and selectively connected in transmission with the output shaft. The second gear adjustment member is arranged on the first input shaft and is configured to perform switching of joint input / independent input of the first input shaft and the output shaft. The first gear adjustment member is arranged on the first input shaft and is configured to perform switching of on / off of a transmission path between the first input shaft and the second input shaft. The first gear adjustment member and the second gear adjustment member of the shift transmission can be independently controlled to control corresponding transmission paths. Compared with arranging one gear adjustment member on the first input shaft, the shift transmission can greatly release the power performance of a double-drive motor and realize power uninterrupted gear shifting.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a shift transmission, powertrain, and vehicle. Background Technology

[0002] The dual-motor powertrain coordinates the working modes of the two motors to achieve flexible control of the vehicle's power output, adapting to different driving scenarios.

[0003] Currently, in dual-motor powertrains, shift transmissions sacrifice the power performance of the dual motors in order to meet shifting requirements, and there is a power interruption during shifting. Utility Model Content

[0004] This application provides a shift transmission, powertrain, and vehicle to at least partially solve the aforementioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a shift transmission is provided, comprising: Output shaft; The first input shaft is selectively connected to the output shaft for transmission. The second input shaft is sleeved on the first input shaft and is selectively connected to the output shaft for transmission. A first gear adjustment component is disposed on the first input shaft and configured to perform switching between joint input and independent input of the first input shaft and the second input shaft; The second gear adjustment component is disposed on the first input shaft and is configured to switch the transmission path between the first input shaft and the output shaft on / off.

[0006] In some embodiments, the shift transmission further includes: A transmission mechanism is provided, wherein the second input shaft is connected to the transmission mechanism in a transmission manner, and the transmission mechanism is selectively connected to the output shaft in a transmission manner. The transmission mechanism has a first output end and a second output end, and the transmission ratio from the second input shaft to the first output end is different from the transmission ratio from the second input shaft to the second output end. A third gear adjustment component is disposed on the output shaft and located between the first output end and the second output end, and is configured to selectively drive one of the first output end and the second output end to the output shaft.

[0007] In some embodiments, the speed change mechanism includes a transmission assembly, a first output gear, and a second output gear. The first output gear and the second output gear are both sleeved on the output shaft. The first output gear and the second output gear are both connected to the second input shaft via the transmission assembly. The end of the first output gear that is connected to the output shaft is the first output end, and the end of the second output gear that is connected to the output shaft is the second output end.

[0008] In some embodiments, the transmission assembly is provided in multiple sets, the multiple sets of the transmission assembly including a first transmission group and a second transmission group, the first transmission group and the second transmission group being respectively disposed on both sides of the output shaft.

[0009] In some embodiments, the first transmission assembly includes a first transmission shaft and a first transmission gear, a second transmission gear, and a first input gear fixed to the first transmission shaft. The first input gear is tractively connected to the second input shaft, the first transmission gear meshes with the first output gear, and the second transmission gear meshes with the second output gear; and / or The second transmission group includes a second transmission shaft and a third transmission gear, a fourth transmission gear and a second input gear fixed to the second transmission shaft. The second input gear is connected to the second input shaft. The third transmission gear meshes with the first output gear and the fourth transmission gear meshes with the second output gear.

[0010] In some embodiments, the end of the second drive shaft away from the second input gear is configured to be drive-connected to the power take-off.

[0011] In some embodiments, the output shaft is provided with a first limiting portion, the first limiting portion being configured to restrict the first output gear from moving axially along the output shaft; and / or, The output shaft is provided with a second limiting part, which is configured to restrict the second output gear from moving axially along the output shaft.

[0012] The first gear adjustment component is sleeved on the first input shaft; and / or, The second gear adjustment component is sleeved on the first input shaft; and / or, The third gear adjustment component is sleeved on the output shaft and located between the first output gear and the second output gear.

[0013] According to a second aspect of this application, an embodiment of this application provides a powertrain including a first drive unit, a second drive unit, and the aforementioned shift transmission, wherein the first drive unit is drive-connected to a first input shaft, and the second drive unit is drive-connected to a second input shaft.

[0014] According to a third aspect of this application, an embodiment of this application provides a vehicle including the powertrain described above; and / or the shift transmission described above.

[0015] In the gear shifting transmission of this application embodiment, the first gear shifter and the second gear shifter can independently control their respective transmission paths. When both the first gear shifter and the second gear shifter are in working state, the first input shaft and the output shaft are connected by transmission. The first drive device directly drives the first input shaft to rotate, and the second drive device indirectly drives the first input shaft to rotate through the second input shaft. At this time, the first drive device and the second drive device jointly drive the first input shaft to rotate, thereby transmitting power to the output shaft. Compared with setting a gear shifter on the first input shaft, the power performance of the dual drive motors can be released to a greater extent. Furthermore, when one of the first gear shifter and the second gear shifter switches from the working state to the neutral state to achieve gear shifting, the other can remain in the working state to ensure power output from the output shaft, thereby achieving uninterrupted gear shifting.

[0016] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0018] Figure 1 These are schematic diagrams of the shift transmission provided in some embodiments of this application; Figure 2 This is a schematic cross-sectional view of a gear shift transmission provided in some embodiments of this application; Figure 3 These are schematic diagrams of the powertrain provided in some embodiments of this application; Figure 4 These are schematic diagrams of the powertrain provided in other embodiments of this application; Figure 5 These are schematic diagrams of the vehicle structure provided in some embodiments of this application.

[0019] Explanation of reference numerals in the attached figures: 1000 - Vehicles; 200 - First drive unit; 300 - Second drive unit; 400 - Power take-off (PTO); 410 - PTO input shaft; 420 - PTO output shaft; 500-Planetary Gear Set; 800-Powertrain; 100-shift gearbox; 10 - Output shaft; 11 - First limiting part; 12 - Second limiting part; 21 - First input axis; 22 - Second input axis; 31 - First gear adjustment component; 32 - Second gear adjustment component; 33 - Third gear adjustment piece; 34. Fourth gear adjustment component; 40 - Speed ​​change mechanism; 41 - Transmission assembly; 411 - First transmission group; 4111 - First input gear; 4112 - First transmission gear; 4113 - Second transmission gear; 4114 - First transmission shaft; 412 - Second transmission group; 4121 - Second input gear; 4122 - Third transmission gear; 4123 - Fourth transmission gear; 4124 - Second transmission shaft; 42 - First output gear; 43 - Second output gear. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0021] Reference Figure 1 and Figure 2 This application provides a gear shifting transmission 100, including an output shaft 10, a first gear position adjustment member 31, a second gear position adjustment member 32, a first input shaft 21, and a second input shaft 22. The first input shaft 21 is selectively connected to the output shaft 10 according to shifting requirements. The second input shaft 22 is sleeved on the first input shaft 21 and is selectively connected to the output shaft 10 according to shifting requirements. The second gear position adjustment member 32 is disposed on the first input shaft 21 and configured to switch the transmission path between the first input shaft 21 and the output shaft 10 on / off. The first gear position adjustment member 31 is disposed on the first input shaft 21 and configured to switch the combined input / independent input of the first input shaft 21 and the second input shaft 22.

[0022] The output shaft 10 is configured to connect to a drive actuator. For example, the end of the output shaft 10 away from the first input shaft 21 is connected to an output flange via a spline, and the output flange facilitates connection to the drive actuator to achieve power output.

[0023] The first input shaft 21 is configured to be connected to the output end of the first drive device 200, and the first drive device 200 drives the first input shaft 21 to rotate. The second input shaft 22 is configured to be connected to the output end of the second drive device 300, and the second drive device 300 drives the second input shaft 22 to rotate.

[0024] The first drive device 200 and the second drive device 300 can be motors. The two drive devices can be configured as motors with the same speed and torque, or the first drive device 200 can be configured as a low-speed, high-torque motor and the second drive device 300 can be configured as a high-speed, low-torque motor.

[0025] The second input shaft 22 can be a hollow shaft, with the first input shaft 21 passing through the second input shaft 22.

[0026] It is understood that the first gear adjustment component 31 and the second gear adjustment component 32 are both located on the first input shaft 21 and can independently control their respective transmission paths. The terms "joint input" and "independent input" mean that the first gear adjustment component 31 and the second gear adjustment component 32 can work together synchronously, work independently, or one of them can work alone.

[0027] Specifically, the first gear adjusting component 31 and the second gear adjusting component 32 have four engagement states. Engagement state one is that both the first gear adjusting component 31 and the second gear adjusting component 32 are in neutral (e.g., Figure 2 In the second state, the first gear adjustment component 31 is in the working state, and the second gear adjustment component 32 is in the neutral state (e.g., Figure 2 The first gear adjustment component 31 slides left), and in the third state, the first gear adjustment component 31 is in neutral and the second gear adjustment component 32 is in working state (e.g., Figure 2 (The second gear adjustment component 32 slides to the right), and in the fourth state, both the first gear adjustment component 31 and the second gear adjustment component 32 are in the working state, such as... Figure 2 The first gear adjustment component 31 slides to the left, and the second gear adjustment component 32 slides to the right.

[0028] The first gear adjusting component 31 and the second gear adjusting component 32 can be couplings, clutches, sliding sleeves, etc.

[0029] It should be noted that when a gear adjustment component is provided on the first input shaft 21, the gear adjustment component can only realize the transmission connection between the first input shaft 21 and one drive device, which limits the power performance of the dual drive devices. In addition, during the gear shifting process, when switching the transmission connection between the first drive device 200 and the second drive device 300, there is a power interruption and the output shaft 10 lacks power supply for a short period of time.

[0030] In this embodiment, the first gear adjustment component 31 and the second gear adjustment component 32 can independently control their respective transmission paths. When both the first gear adjustment component 31 and the second gear adjustment component 32 are in working state, the first input shaft 21 and the output shaft 10 are connected by transmission. The first drive device 200 directly drives the first input shaft 21 to rotate, and the second drive device 300 indirectly drives the first input shaft 21 to rotate through the second input shaft 22. At this time, the first drive device 200 and the second drive device 300 jointly drive the first input shaft 21 to rotate, thereby transmitting power to the output shaft 10. Compared with setting a gear adjustment component on the first input shaft 21, the power performance of the dual drive motors can be released to a greater extent. Furthermore, when one of the first gear adjustment component 31 and the second gear adjustment component 32 switches from the working state to the neutral state to achieve gear shifting, the other can remain in the working state to ensure the power output of the output shaft 10, thereby achieving uninterrupted gear shifting.

[0031] In some embodiments, the first gear adjustment member 31 is sleeved on the first input shaft 21.

[0032] In some embodiments, the second gear adjustment member 32 is sleeved on the first input shaft 21 and located between the second input shaft 22 and the first gear adjustment member 31.

[0033] like Figure 1 and Figure 2 As shown, in one example, the first gear shifter 31 and the second gear shifter 32 are sliding sleeves, and the first gear shifter 31 and the second gear shifter 32 move axially along the first input shaft 21 under the drive of the shift fork. Figure 2 As shown, the transmission path between the first input shaft 21 and the second input shaft 22 is blocked, and the transmission path between the first input shaft 21 and the output shaft 10 is blocked. Figure 2 In the indicated state, the first gear adjustment component 31 slides to the left, and the first input shaft 21 and the second input shaft 22 are connected in a driving connection; the second gear adjustment component 32 slides to the right, and the first input shaft 21 and the output shaft 10 are connected in a driving connection.

[0034] In some embodiments, the shift transmission 100 further includes a transmission mechanism 40 and a third gear adjustment member 33, the second input shaft 22 is drivenly connected to the output shaft 10, the transmission mechanism 40 is selectively drivenly connected to the output shaft 10, the transmission mechanism 40 has a first output end and a second output end, and the transmission ratio from the second input shaft 22 to the first output end is different from the transmission ratio from the second input shaft 22 to the second output end.

[0035] The third gear adjustment member 33 is disposed on the output shaft 10 and is configured to selectively drive one of the first output end and the second output end to the output shaft 10.

[0036] It is understandable that the third gear adjustment component can selectively connect the first output end or the second output end to the output shaft 10 to achieve outputs with different transmission ratios.

[0037] The third gear adjustment component 33 can be a coupling, clutch, sliding sleeve, etc.

[0038] In this embodiment, a third gear adjuster 33 is provided in addition to the first gear adjuster 31 and the second gear adjuster 32. The three gear adjusters can achieve more gear transmissions by cooperating in different working states. Specifically, the three gear adjusters can be combined in any pair to achieve different power transmission modes, providing more transmission ratio options, thereby giving full play to the performance advantages of the dual motor drive cooperation, and better ensuring that the vehicle maintains relatively ideal power and economy during the 1000-kilometer driving process.

[0039] In some embodiments, the third gear adjustment member 33 is sleeved on the output shaft 10 and located between the first output gear 42 and the second output gear 43. The third gear adjustment member 33 can slide along the axial direction of the output shaft 10 to realize the transmission between the first output gear 42 and the output shaft 10, or the transmission between the second output gear 43 and the output shaft 10.

[0040] In one example, such as Figure 2 As shown, the third gear adjusting component 33 is a sliding sleeve. When the third gear adjusting component 33 is in the neutral position, Figure 2 In this state, the third gear adjustment component 33 slides to the left under the drive of the shift fork and enters the working state. The first output end is connected to the output shaft 10 for transmission. Figure 2 In the indicated state, the third gear adjustment component 33 slides to the right to enter the working state, and the second output end is connected to the output shaft 10 for transmission.

[0041] Reference Figure 1In some embodiments, the transmission mechanism 40 includes a transmission assembly 41, a first output gear 42 and a second output gear 43. The first output gear 42 and the second output gear 43 are both sleeved on the output shaft 10. The first output gear 42 and the second output gear 43 are both connected to the second input shaft 22 through the transmission assembly 41. The end of the first output gear 42 that is connected to the output shaft 10 is the first output end, and the end of the second output gear 43 that is connected to the output shaft 10 is the second output end.

[0042] It is understood that the first output gear 42 and the second output gear 43 share the transmission component 41 to transmit power, which helps to simplify the number of parts and improve the integration of the shift transmission 100.

[0043] In some embodiments, the transmission assembly 41 is provided with multiple sets, and the multiple sets of transmission assemblies 41 include a first transmission group 411 and a second transmission group 412, which are respectively disposed on both sides of the output shaft 10.

[0044] For example, the first transmission group 411 and the second transmission group 412 are arranged on both sides of the output shaft 10 in the radial direction. In this way, the first transmission group 411 and the second transmission group 412 can provide support and limit the first output gear 42 and the second output gear 43 on both sides of the radial direction, thereby reducing the load requirements of the first output gear 42 and the second output gear 43 on the output shaft 10.

[0045] With the above configuration, the first transmission group 411 and the second transmission group 412 can provide support and limit the first output gear 42 and the second output gear 43 on both radial sides. Furthermore, the output gear can be loosely fitted on the output shaft 10 without the need for needle rollers, which helps to save costs and improve assembly efficiency.

[0046] In some embodiments, the first transmission group 411 includes a first transmission shaft 4114 and a first transmission gear 4112, a second transmission gear 4113 and a first input gear 4111 fixed on the first transmission shaft 4114. The first input gear 4111 is connected to the second input shaft 22. The first transmission gear 4112 meshes with the first output gear 42, and the second transmission gear 4113 meshes with the second output gear 43.

[0047] Specifically, the first transmission gear 4112, the second transmission gear 4113 and the first input gear 4111 are connected to the first transmission shaft 4114 via splines, and the first transmission gear 4112, the second transmission gear 4113 and the first input gear 4111 are separated by a spacer to avoid interference caused by displacement during rotation.

[0048] Specifically, a gear is provided on the second input shaft 22, the first input gear 4111 meshes with the gear on the second input shaft 22, the first transmission shaft 4114 and the output shaft 10 are arranged in parallel, the first transmission gear 4112 is located between the first input gear 4111 and the second transmission gear 4113, and the first output gear 42 is located on the side of the second output gear 43 near the first input shaft 21.

[0049] In some embodiments, the second transmission group 412 includes a second transmission shaft 4124 and a third transmission gear 4122, a fourth transmission gear 4123 and a second input gear 4121 fixed on the second transmission shaft 4124. The second input gear 4121 is connected to the second input shaft 22 for transmission. The third transmission gear 4122 meshes with the first output gear 42 and the fourth transmission gear 4123 meshes with the second output gear 43.

[0050] Specifically, the third transmission gear 4122, the fourth transmission gear 4123, and the second input gear 4121 are connected to the second transmission shaft 4124 via splines, respectively. The third transmission gear 4122, the fourth transmission gear 4123, and the second input gear 4121 are separated by a spacer to avoid interference caused by displacement during rotation.

[0051] Specifically, the second input gear 4121 meshes with the gear on the second input shaft 22, the second transmission shaft 4124 and the output shaft 10 are arranged in parallel, and the third transmission gear 4122 is located between the second input gear 4121 and the fourth transmission gear 4123.

[0052] In some embodiments, all gears are either helical gears or spur gears.

[0053] In some embodiments, refer to Figure 2 The output shaft 10 is provided with a first limiting part 11, which is configured to restrict the first output gear 42 from moving along the axial direction of the output shaft 10.

[0054] In some embodiments, the first limiting part 11 consists of two baffles, which limit the first output gear 42 on both sides of the axial direction.

[0055] In other embodiments, the first limiting part 11 is an annular flange, and the inner ring of the first output gear 42 is provided with an annular groove that cooperates with the annular flange. The annular flange and the annular groove cooperate to limit the first output gear 42 to move axially.

[0056] In some embodiments, the output shaft 10 is provided with a second limiting portion 12, which is configured to restrict the second output gear 43 from moving axially along the output shaft 10.

[0057] In some embodiments, the second limiting part 12 is also two baffles, which limit the second output gear 43 on both sides of the axial direction.

[0058] In other embodiments, the second limiting part 12 is an annular flange, and the inner ring of the second output gear 43 is provided with an annular groove that cooperates with the annular flange. The annular flange and the annular groove cooperate to limit the second output gear 43 to move axially.

[0059] In some embodiments, one end of the second drive shaft 4124 away from the second input gear 4121 is configured to be drive-connected to the power take-off 400.

[0060] Reference Figure 2 and 3 In some embodiments, the shift transmission 100 further includes a fourth gear adjustment member 34, which is configured to adjust the switching of the transmission path between the second drive shaft 4124 and the power take-off input shaft 410.

[0061] The fourth gear adjustment component 34 can be a coupling, clutch, sliding sleeve, etc.

[0062] For example, such as Figure 3 As shown, the fourth gear adjusting component 34 is a sliding sleeve, which is sleeved on the second drive shaft 4124. Figure 3 In the middle, the fourth gear adjustment component 34 is in the neutral position. Figure 3 In the indicated state, the fourth gear adjustment component 34 slides to the right to enter the working state, and the second transmission shaft 4124 and the power take-off input shaft 410 are connected for transmission.

[0063] Reference Figure 4 In some embodiments, the shift transmission 100 also includes a planetary gear shaft, that is, a planetary gear set 500 is driven and connected to the output shaft 10. Under the same output requirements, adding one or more stages of speed reduction and torque increase planetary gear set 500 transmission can reduce the maximum torque of the first drive unit 200 and the second drive unit 300. The lower torque requirement helps to reduce the manufacturing cost of the drive unit.

[0064] Reference Figure 3 and in conjunction with reference Figure 1 and Figure 2 This application provides a powertrain 800, which includes a first drive unit 200, a second drive unit 300 and the aforementioned shift transmission 100. The first drive unit 200 is driven to a first input shaft 21, and the second drive unit 300 is driven to a second input shaft 22.

[0065] Specifically, the output shaft of the first drive device 200 is connected to the first input shaft 21 via a spline, and the output shaft of the second drive device 300 is connected to the second input shaft 22 via a spline.

[0066] In some embodiments, the powertrain 800 further includes a power take-off (PTO) 400, which transmits power to onboard equipment (e.g., a hydraulic system). Specifically, the PTO 400 includes a PTO input shaft 410 and a PTO output shaft 420. The PTO input shaft 410 is splined to a second drive shaft 4124, and gears on the PTO input shaft 410 and the PTO output shaft 420 mesh to achieve power output. An oil pump coupling sleeve is splined to the PTO output shaft 420 and is configured to connect a PTO oil pump to achieve the power take-off function.

[0067] In one example, the gear on the power take-off input shaft 410 is mounted on the power take-off input shaft 410 via a needle roller bearing.

[0068] Reference Figure 5 This application provides a vehicle 1000, which includes the powertrain 800 and / or the shift transmission 100 described above.

[0069] Vehicle 1000 can be a new energy vehicle or a hybrid vehicle.

[0070] This application provides a working principle of a shift transmission 100, wherein multiple gear adjustment components are combined to enable the shift transmission 100 to have multiple gears, and the specific combination modes are shown in the table below:

[0071] In the parameter table above, "N" represents the gear position adjustment component being in neutral (non-working state), "Left" represents the gear position adjustment component sliding to the left to enter the working state, "Right" represents the gear position adjustment component sliding to the right to enter the working state, and "Y" represents the engaged (working) state. The engagement position and working principle of each gear position adjustment component in different gears of the transmission are as follows: Neutral: No gear shift adjustment is engaged, the power of the first drive unit 200 is interrupted by the first input shaft 21, and the power of the second drive unit 300 is interrupted by the second input shaft 22.

[0072] 1st gear + 1st gear: Both the first drive unit 200 and the second drive unit 300 are driven by 1st gear for extreme starts: the first gear adjustment component 31 is engaged in the left position, the second gear adjustment component 32 is in neutral, the third gear adjustment component 33 is engaged in the right position, and the fourth gear adjustment component 34 is in neutral. The power of the first drive unit 200 and the second drive unit 300 is combined at the second input shaft 22 and then reduced in speed by the transmission mechanism 40 before being output to the output shaft 10.

[0073] 1st gear + 3rd gear: The first drive unit 200 is driven in 3rd gear, and the second drive unit 300 is driven in 1st gear, used for economical starting. Specifically, the first gear adjustment component 31 is in neutral, the second gear adjustment component 32 is engaged in the right gear, the third gear adjustment component 33 is engaged in the right gear, and the fourth gear adjustment component 34 is in neutral. In this gear, the power of the first drive unit 200 is directly output to the output shaft 10, and the power of the second drive unit 300 is output to the output shaft 10 through the transmission mechanism 40. The power of the first drive unit 200 and the second drive unit 300 is merged on the output shaft 10.

[0074] 2-speed + 2-speed: Both the first drive unit 200 and the second drive unit 300 are driven by 2-speed transmission for low-speed driving. Specifically, the first gear adjustment component 31 is engaged in the left position, the second gear adjustment component 32 is in neutral, the third gear adjustment component 33 is engaged in the left position, and the fourth gear adjustment component 34 is in neutral. The first drive unit 200 and the second drive unit 300 achieve power convergence on the second input shaft 22, and both are output to the output shaft 10 through the transmission mechanism 40.

[0075] 2nd gear + 3rd gear: The first drive unit 200 is driven in 3rd gear, and the second drive unit 300 is driven in 2nd gear, used for economical low-speed driving. Specifically, the first gear adjustment component 31 is in neutral, the second gear adjustment component 32 is engaged in the right position, the third gear adjustment component 33 is engaged in the left position, and the fourth gear adjustment component 34 is in neutral. The first drive unit 200 directly outputs power to the output shaft 10, and the second drive unit 300 outputs power to the output shaft 10 after being reduced in speed by the transmission mechanism 40. The two drive units achieve power convergence on the output shaft 10.

[0076] 3-speed + 3-speed: Both the first drive unit 200 and the second drive unit 300 are driven by a 3-speed transmission for high-speed driving. Specifically, the first gear adjustment component 31 is engaged in the left position, the second gear adjustment component 32 is engaged in the right position, the third gear adjustment component 33 is in neutral, and the fourth gear adjustment component 34 is in neutral. The first drive unit 200 and the second drive unit 300 achieve power convergence at the first input shaft 21, and the power is directly output to the output shaft 10 without deceleration.

[0077] 3rd gear: The first drive unit 200 uses a 3rd gear transmission, while the second drive unit 300 does not provide power, used for economical high-speed driving. Specifically, the first gear adjustment component 31 is in neutral, the second gear adjustment component 32 is engaged, the third gear adjustment component 33 is in neutral, and the fourth gear adjustment component 34 is in neutral. The first drive unit 200 outputs power directly to the output shaft 10 without undergoing a reduction gear.

[0078] PTO 400 gear: The first drive unit 200 does not provide power. The second drive unit 300 is driven by the PTO 400 gear to take power from the power take-off pump. Specifically, the first gear adjustment component 31 is in neutral, the second gear adjustment component 32 is in neutral, the third gear adjustment component 33 is in neutral, and the fourth gear adjustment component 34 is engaged. The second drive unit 300 outputs power to the power take-off pump through the transmission mechanism 40 and the PTO 400.

[0079] It should be noted that during gear shifting, the first drive unit 200 and the second drive unit 300 can be independently connected to provide power to the output shaft 10. Uninterrupted power during gear shifting can be achieved in the following two ways: Method 1: During the gear shifting process, the second gear adjustment component 32 is kept in the right position, the second drive device 300 is de-torqued, the third gear adjustment component 33 is moved back to the neutral position, the speed of the first drive device 200 is adjusted to match the speed of the second drive device 300, the third gear adjustment component 33 is switched from the current left position to the right position or from the current right position to the left position, the second drive device 300 is re-torqued, and the gear shifting action is completed. During the gear shifting process, the first drive device 200 provides power without interruption.

[0080] Method 2: During the gear shifting process, keep the third gear adjustment component 33 in the left or right position, disengage the first drive device 200, disconnect the first gear adjustment component 31 or the second gear adjustment component 32, adjust the speed of the first drive device 200 to match the speed of the second drive device 300, then connect the first gear adjustment component 31 to the left position or the second gear adjustment component 32 to the right position, and the first drive device 200 re-energizes to complete the gear shifting action. During the gear shifting process, the second drive device 300 provides power without interruption.

[0081] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0082] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0083] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0084] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A shift transmission (100), characterized in that, include: Output shaft (10); The first input shaft (21) is selectively connected to the output shaft (10) for transmission. The second input shaft (22) is sleeved on the first input shaft (21) and is selectively connected to the output shaft (10) for transmission. The first gear adjustment member (31) is disposed on the first input shaft (21) and is configured to perform the switching of joint input / independent input between the first input shaft (21) and the second input shaft (22); The second gear adjustment member (32) is disposed on the first input shaft (21) and is configured to switch the transmission path between the first input shaft (21) and the output shaft (10) on / off.

2. The shift transmission (100) according to claim 1, characterized in that, The shift transmission (100) also includes: The transmission mechanism (40) is connected to the second input shaft (22) in a transmission connection. The transmission mechanism (40) is selectively connected to the output shaft (10) in a transmission connection. The transmission mechanism (40) has a first output end and a second output end. The transmission ratio from the second input shaft (22) to the first output end is different from the transmission ratio from the second input shaft (22) to the second output end. The third gear adjustment member (33) is disposed on the output shaft (10) and located between the first output end and the second output end, and is configured to selectively drive one of the first output end and the second output end to the output shaft (10).

3. The shift transmission (100) according to claim 2, characterized in that, The speed change mechanism (40) includes a transmission assembly (41), a first output gear (42), and a second output gear (43). The first output gear (42) and the second output gear (43) are both sleeved on the output shaft (10). The first output gear (42) and the second output gear (43) are both connected to the second input shaft (22) through the transmission assembly (41). The end of the first output gear (42) that is connected to the output shaft (10) is the first output end, and the end of the second output gear (43) that is connected to the output shaft (10) is the second output end.

4. The shift transmission (100) according to claim 3, characterized in that, The transmission assembly (41) is provided in multiple sets, and the multiple sets of the transmission assembly (41) include a first transmission group (411) and a second transmission group (412), with the first transmission group (411) and the second transmission group (412) respectively located on both sides of the output shaft (10).

5. The shift transmission (100) according to claim 4, characterized in that, The first transmission assembly (411) includes a first transmission shaft (4114) and a first transmission gear (4112), a second transmission gear (4113), and a first input gear (4111) fixed to the first transmission shaft (4114). The first input gear (4111) is connected to the second input shaft (22) for transmission. The first transmission gear (4112) meshes with the first output gear (42), and the second transmission gear (4113) meshes with the second output gear (43); and / or, The second transmission group (412) includes a second transmission shaft (4124) and a third transmission gear (4122), a fourth transmission gear (4123) and a second input gear (4121) fixed on the second transmission shaft (4124). The second input gear (4121) is connected to the second input shaft (22) for transmission. The third transmission gear (4122) meshes with the first output gear (42), and the fourth transmission gear (4123) meshes with the second output gear (43).

6. The shift transmission (100) according to claim 5, characterized in that, The end of the second drive shaft (4124) away from the second input gear (4121) is configured to be connected to the power take-off (400) in a drive connection.

7. The shift transmission (100) according to claim 3, characterized in that, The output shaft (10) is provided with a first limiting part (11), which is configured to restrict the first output gear (42) from moving axially along the output shaft (10); and / or, The output shaft (10) is provided with a second limiting part (12), which is configured to restrict the second output gear (43) from moving axially along the output shaft (10).

8. The shift transmission (100) according to any one of claims 3-6, characterized in that, The first gear adjustment component (31) is sleeved on the first input shaft (21); and / or, The second gear adjustment element (32) is sleeved on the first input shaft (21); and / or, The third gear adjustment component (33) is sleeved on the output shaft (10) and located between the first output gear (42) and the second output gear (43).

9. A powertrain (800), characterized in that, It includes a first drive unit (200), a second drive unit (300), and a shift transmission (100) according to any one of claims 1-8, wherein the first drive unit (200) is drivenly connected to the first input shaft (21), and the second drive unit (300) is drivenly connected to the second input shaft (22).

10. A vehicle (1000), characterized in that, Includes the powertrain (800) of claim 9; and / or the shift transmission (100) of any one of claims 1-8.

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