Transmission assembly, automobile drivetrain and vehicle

Abstract

Provided are a transmission assembly, an automobile drivetrain and a vehicle, relating to the technical field of automobile power transmission. The transmission assembly comprises a transmission gear ring (101) and a locking member (102). The transmission gear ring is adapted to be connected to a first power end, and the inner peripheral surface of the transmission gear ring is provided with a first snap-fit portion (1011); the locking member is adapted to be connected to a second power end, and the outer peripheral surface of the locking member is provided with a second snap-fit portion (1021); the locking member is sleeved in the transmission gear ring, the locking member can rotate anticlockwise relative to the transmission gear ring, and under the condition that the locking member rotates clockwise relative to the transmission gear ring, the first snap-fit portion is in snap-fit to the second snap-fit portion. Therefore, the problem in the related art that a drive motor is in a single-gear drive mode, and cannot be kept in a high-efficiency area for a long time is solved.

Description

Transmission assembly, automobile transmission system and vehicle Technical Field

[0001] The present application relates to the field of new energy vehicle technology, in particular to the field of automobile power transmission technology, and specifically to a transmission assembly, an automobile transmission system and a vehicle. Background Art

[0002] To meet vehicle power requirements while reducing pollutant emissions, more and more vehicles are adopting hybrid drive systems. These systems all utilize a hybrid oil-electric system, specifically an engine and at least one electric motor. However, the motors are functionally separate: the drive motor is solely for driving, while the generator is solely for generating electricity. This results in low motor efficiency, preventing the engine and drive motor from maintaining high efficiency for extended periods, resulting in poor vehicle power and economy. Furthermore, some hybrid systems are complex, further increasing design complexity.

[0003] However, the transmission ratio of the motor output power transmission in the prior art is limited, the transmission assembly connected thereto cannot adjust the output transmission ratio according to the rotational speed of the motor output shaft, the motor cannot achieve rapid speed change, and the scope of application is limited.

[0004] Summary of the Invention

[0005] This application provides a transmission assembly, an automobile transmission system, and a vehicle. One objective is to provide a transmission assembly to address the problem of the prior art drive motor being a single-gear drive and unable to maintain high efficiency for a long period of time. A second objective is to provide an automobile transmission system. A third objective is to provide a vehicle. The technical solutions of this application are as follows:

[0006] According to the first aspect of the present application, a transmission assembly is provided, which includes a transmission ring and a locking member. The transmission ring is used to connect to the first power end, and the inner circumference of the transmission ring is provided with a first clamping portion. The locking member is used to connect to the second power end, and the outer circumference of the locking member is provided with a second clamping portion. The locking member is sleeved in the transmission ring, and the locking member can rotate counterclockwise relative to the transmission ring. When the locking member rotates clockwise relative to the transmission ring, the first clamping portion is clamped with the second clamping portion.

[0007] According to the above technical means, the first power end in this application can realize the conditional locking function. When the rotational speed of the locking member is greater than the rotational speed of the transmission ring, the locking member rotates clockwise relative to the transmission ring, and the first clamping part is clamped with the second clamping part. The locking member can drive the transmission ring to transmit. When the rotational speed of the locking member is greater than the rotational speed of the transmission ring, the locking member rotates counterclockwise relative to the transmission ring, and the first clamping part is disengaged from the second clamping part, thereby achieving the purpose of automatically switching the transmission speed ratio at the second power end, so that the car can adapt to more driving scenarios.

[0008] In a possible embodiment, the inner circumferential surface of the transmission ring is provided with a plurality of spaced concave arc surfaces and a plurality of spaced planes, the plurality of concave arc surfaces and the plurality of planes are spaced in sequence, one end of the concave arc surface is smoothly connected to an adjacent plane, the other end of the concave arc surface is connected to another adjacent plane, the angle between the normal of the other end of the concave arc surface and the normal of the other adjacent plane is greater than 0° and less than or equal to 90°, and the other end of the concave arc surface forms a first clamping portion.

[0009] The outer peripheral surface of the locking member is provided with a plurality of locking plates arranged at intervals, the plurality of locking plates correspond to the plurality of concave arc surfaces one by one, and the locking plates form a second clamping portion.

[0010] According to the above-mentioned technical means, in this application, when the first clamping part is clamped with the second clamping part, the locking plate is clamped at the end of the concave arc surface away from the plane. At this time, the locking part drives the transmission ring to rotate, and the transmission ring transmits the first speed ratio; when the rotation speed of the locking part is less than that of the transmission ring, the second clamping part slides freely, and the locking plate slides freely on the concave arc surface and the plane. At this time, the first clamping part and the second clamping part are in a non-interference state, and the transmission ring transmits the second speed ratio.

[0011] In one possible embodiment, the outer peripheral surface of the locking member is provided with a plurality of spaced concave arc surfaces and a plurality of spaced planes, the plurality of concave arc surfaces and the plurality of planes are sequentially spaced, one end of the concave arc surface is smoothly connected to an adjacent plane, the other end of the concave arc surface is connected to another adjacent plane, the angle between the normal of the other end of the concave arc surface and the normal of the other adjacent plane is greater than 0° and less than or equal to 90°, and the other end of the concave arc surface forms a second clamping portion.

[0012] The inner circumference of the transmission ring is provided with a plurality of locking plates arranged at intervals, the plurality of locking plates correspond to the plurality of concave arc surfaces one by one, and the locking plates form a first clamping portion.

[0013] According to the above-mentioned technical means, in this application, the first clamping part can also be located on the inner circumference of the transmission ring, and the second clamping part can also be located on the outer circumference of the locking member. When the rotation speed of the locking member is greater than that of the transmission ring, the concave arc surface away from the end of the plane is clamped with the locking plate, and the locking member drives the transmission ring to rotate, and the transmission ring transmits the first speed ratio; when the rotation speed of the locking member is less than that of the transmission ring, the locking plate slides freely on the concave arc surface and the plane. At this time, the first clamping part and the second clamping part are in a non-interference state, and the transmission ring transmits the second speed ratio.

[0014] In a possible embodiment, the locking element is elastic.

[0015] According to the above technical means, when the rotation speed of the locking member is greater than that of the transmission ring, the locking plate is clamped at one end of the concave arc surface, and the elastic member is compressed due to the clamping of the concave arc surface; when the rotation speed of the locking member is less than that of the transmission ring, the locking plate slides freely on the concave arc surface and the flat surface, and the elastic member is in an extended state. The elastic member plays a certain buffering role in the process of transmitting power.

[0016] According to the second aspect provided by the present application, an automobile transmission system is provided, which includes an engine, a first motor, a first transmission gear and a first transmission assembly, the engine has a power output shaft, the first motor has a first power shaft, the first transmission gear is connected to the first power shaft, the first transmission gear is provided with a first accommodating cavity, and is used for transmission connection with the wheel train, the first transmission assembly includes a transmission assembly such as any one of the above, the first transmission assembly is provided in the first accommodating cavity, and the transmission ring in the first transmission assembly is connected to the first transmission gear, and the locking member in the first transmission assembly is connected to the first power shaft.

[0017] According to the above technical means, in this application, both the engine and the first motor can output power through the first transmission gear, wherein the first motor controls the speed of the first transmission gear through the transmission assembly, thereby achieving two speed ratios, thereby meeting the requirements of different driving modes when the first motor outputs power.

[0018] In one possible embodiment, the automobile transmission system also includes a first shift gear, which includes a first neutral state and a first engaged state. In the first engaged state, the first shift gear is transmission-connected to both the first power shaft and the gear train. In the first neutral state, the first shift gear is disengaged from at least one of the first power shaft and the gear train.

[0019] According to the above technical means, the first motor in this application can also control the working state of the first shift gear to output power. When the first shift gear is in the first neutral state, it does not transmit power. When the first shift gear is in the first engaged state, the first shift gear transmits power, thereby realizing the output of the first motor in different gears, so that the first motor can work in the high-efficiency zone for a long time, expanding the scope of application of the automobile.

[0020] In a possible implementation, the automobile transmission system further includes a disconnect mechanism, which is located between the power take-off shaft and the first transmission gear and is used to start or disconnect the power connection between the power take-off shaft and the first transmission gear.

[0021] According to the above technical means, the present application can control the power output of the engine by controlling the engagement and disconnection of the disconnection mechanism, thereby meeting the driving needs of the car.

[0022] In a possible implementation, the automobile transmission system further includes a torque limiter, which is disposed between the engine and the disconnect mechanism and is transmission-connected to the engine and the disconnect mechanism, respectively.

[0023] According to the above technical means, the torque limiter can reduce the torque fluctuation of the engine and improve the NVH performance of the car.

[0024] In one possible implementation, the vehicle transmission system further includes a battery, the battery is electrically connected to the first motor, and the motor includes a first working state, a second working state, and a free state;

[0025] When the first motor is in the first working state, the first motor is used as an electric motor and the battery supplies power to the first motor;

[0026] When the first motor is in the second working state, the first motor acts as a generator and charges the battery;

[0027] When the first motor is in a free state, the first power shaft of the first motor rotates freely.

[0028] According to the above technical means, the first motor in this application can change its working state according to different driving modes, with high utilization efficiency, and when it is in the first working state, it has multiple output gears, which can maintain efficient power output.

[0029] According to a third aspect provided by the present application, a vehicle is provided, comprising the above-mentioned automobile transmission system.

[0030] According to the above-mentioned technical means, the first motor and engine in this application can selectively transmit power through different transmission ratios, which can meet different driving needs and thus adapt to more driving scenarios, so that the first motor and engine can operate in a high-efficiency zone to improve the vehicle's economy and power.

[0031] At the same time, the vehicle provided in this application can provide multiple driving modes, including a first pure electric driving mode, a second pure electric driving mode, a first series driving mode, a second series driving mode, a first parallel driving mode, a second parallel driving mode, a third parallel driving mode, a fourth parallel driving mode, a first engine driving mode, a second engine direct driving mode, and an energy recovery mode.

[0032] It should be noted that the technical effects brought about by any implementation method in the second to third aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0033] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0035] FIG1 is a power transmission diagram of an automobile transmission system according to an exemplary embodiment;

[0036] FIG2 is a schematic structural diagram of a transmission assembly according to an exemplary embodiment.

[0037] Among them, 1-transmission assembly; 101-transmission ring; 1011-first clamping part; 1012-concave arc surface; 1013-flat surface; 102-locking member; 1021-second clamping part; 2-second transmission assembly; 3-engine; 4-first motor; 5-second motor; 6-first transmission gear; 7-first shift gear; 8-second transmission gear; 9-third transmission gear; 10-fourth transmission gear; 11-fifth transmission gear; 12-sixth transmission gear; 13-seventh transmission gear; 14-eighth transmission gear; 15-second shift gear; 16-torque limiter; 17-disconnection mechanism; 18-differential. DETAILED DESCRIPTION

[0038] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0039] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0040] For ease of understanding, the transmission assembly provided in this application is described in detail below with reference to the accompanying drawings.

[0041] Figure 2 is a structural schematic diagram of a transmission assembly according to an exemplary embodiment. As shown in Figure 2, the transmission assembly includes a transmission ring 101 and a locking member 102. The transmission ring 101 is used to connect the first power end. The inner circumference of the transmission ring 101 is provided with a first clamping portion 1011. The locking member 102 is used to connect the second power end. The outer circumference of the locking member 102 is provided with a second clamping portion 1021. The locking member 102 is sleeved in the transmission ring 101. The locking member 102 can rotate counterclockwise relative to the transmission ring 101. When the locking member 102 rotates clockwise relative to the transmission ring 101, the first clamping portion 1011 is clamped with the second clamping portion 1021.

[0042] On this basis, the transmission assembly can achieve different power transmission ratios, as follows:

[0043] When the rotation speed of the locking member 102 connected to the second power end is greater than that of the transmission ring 101, the locking member 102 rotates clockwise relative to the transmission ring 101, the second clamping portion 1021 is clamped with the first clamping portion 1011, and the locking member 102 drives the transmission ring 101 to rotate, thereby achieving the first speed ratio of power transmission;

[0044] When the rotation speed of the locking member 102 connected to the second power end is lower than that of the transmission ring 101, the locking member 102 rotates counterclockwise relative to the transmission ring 101, the second clamping portion 1021 slides freely, the locking member 102 disengages from the transmission ring 101, and the first power end can control the transmission ring 101 to rotate, thereby realizing the second speed ratio of power transmission.

[0045] In some embodiments, the inner circumference of the transmission ring 101 is provided with a plurality of spaced concave arc surfaces 1012 and a plurality of spaced planes 1013, the plurality of concave arc surfaces 1012 and the plurality of planes 1013 are spaced in sequence, one end of the concave arc surface 1012 is smoothly connected to an adjacent plane 1013, the other end of the concave arc surface 1012 is connected to another adjacent plane 1013, the angle between the normal of the other end of the concave arc surface 1012 and the normal of the other adjacent plane 1013 is greater than 0° and less than or equal to 90°, and the other end of the concave arc surface 1012 forms a first clamping portion 1011.

[0046] The outer circumferential surface of the locking member 102 is provided with a plurality of locking plates arranged at intervals. The plurality of locking plates correspond to the plurality of concave arc surfaces 1012 one by one, and the locking plates form the second clamping portion 1021 .

[0047] The concave arc surfaces 1012 and the flat surfaces 1013 are spaced apart along the circumference of the transmission ring. One concave arc surface 1012 is located between two adjacent flat surfaces 1013 , and one flat surface 1013 is located between two adjacent concave arc surfaces 1012 .

[0048] On this basis, when the rotation speed of the locking member 102 connected to the second power end is greater than that of the transmission ring 101, the locking member 102 rotates clockwise relative to the transmission ring 101, and the locking plate slides to the end of the concave arc surface 1012 away from the flat surface 1013. The locking plate is locked at one end of the concave arc surface 1012, and the locking member 102 thereby drives the transmission ring 101 to rotate;

[0049] When the rotation speed of the locking member 102 connected to the second power end is lower than that of the transmission ring 101, the locking member 102 rotates counterclockwise relative to the transmission ring 101, and the locking plate slides freely, wherein one end of the concave arc surface 1012 is smoothly tangent to an adjacent plane 1013, so that the locking plate can slide smoothly on the concave arc surface 1012 and the plane 1013 without getting stuck, thereby making the transmission assembly work more stably.

[0050] In some embodiments, the first clamping portion 1011 may be disposed on the inner circumference of the transmission ring 101 , and the second clamping portion 1021 may be disposed on the outer circumference of the locking member 102 .

[0051] That is, the outer peripheral surface of the locking member 102 is provided with a plurality of spaced concave arc surfaces 1012 and a plurality of spaced planes 1013, the plurality of concave arc surfaces 1012 and the plurality of planes 1013 are spaced in sequence, one end of the concave arc surface 1012 is smoothly connected to an adjacent plane 1013, the other end of the concave arc surface 1012 is connected to another adjacent plane 1013, the angle between the normal of the other end of the concave arc surface 1012 and the normal of the other adjacent plane 1013 is greater than 0° and less than or equal to 90°, and the other end of the concave arc surface 1012 forms a second clamping portion 1021.

[0052] The inner circumference of the transmission ring 101 is provided with a plurality of locking plates arranged at intervals. The plurality of locking plates correspond to the plurality of concave arc surfaces 1012 one by one, and the locking plates form the first clamping portion 1011 .

[0053] On this basis, when the rotation speed of the locking member 102 connected to the second power end is greater than that of the transmission ring 101, the locking member 102 rotates clockwise relative to the transmission ring 101, and the end of the concave arc surface 1012 away from the flat surface 1013 slides until it is locked with the locking plate, thereby driving the transmission ring 101 to rotate;

[0054] When the rotation speed of the locking member 102 connected to the second power end is lower than that of the transmission ring 101, the locking member 102 rotates counterclockwise relative to the transmission ring 101, the concave arc surface 1012 and the locking plate are released from the locked state, and the locking member 102 slides freely.

[0055] In some embodiments, the locking member 102 is elastic.

[0056] On this basis, when the rotation speed of the locking member 102 is greater than that of the transmission ring 101, one end of the concave arc surface 1012 clamps the locking plate, so that the end of the locking spring connected to the locking plate is clamped, and the locking spring is compressed, thereby the locking member 102 transmits power to the transmission ring 101. Since the locking member 102 is elastic, it can play a certain buffering role, making the entire transmission change process smoother and more stable.

[0057] Optionally, the locking member 102 may use a locking spring, which makes compression easier.

[0058] In some embodiments, Figure 1 is a power transmission diagram of an automobile transmission system according to an exemplary embodiment. As shown in Figure 1, the present application provides an automobile transmission system, which includes an engine 3, a first motor 4, a first transmission gear 6 and a first transmission assembly 1. The engine 3 has a power output shaft, the first motor 4 has a first power shaft, the first transmission gear 6 is connected to the first power shaft, the first transmission gear 6 is provided with a first accommodating cavity, and is used for transmission connection with the wheel train. The first transmission assembly 1 includes a transmission assembly such as any one of the above items, the first transmission assembly 1 is provided in the first accommodating cavity, and the transmission ring 101 in the first transmission assembly 1 is connected to the first transmission gear 6, and the locking member 102 in the first transmission assembly 1 is connected to the first power shaft.

[0059] On this basis, the first transmission gear 6 can transmit power from the engine 3 and the first motor 4 respectively. The first motor 4 selectively transmits power to the first transmission gear 6 through the first transmission assembly 1, and then transmits it to the gear train. The first power shaft drives the locking member 102 to rotate. When the rotation speed of the locking member 102 is greater than the transmission ring 101, the locking member 102 drives the transmission ring 101 to rotate, that is, the first power shaft drives the first transmission gear 6 to rotate, completing the power transmission of the first motor 4.

[0060] In some embodiments, the automobile transmission system also includes a first shift gear 7, which includes a first neutral state and a first engaged state. In the first engaged state, the first shift gear 7 is transmission-connected to both the first power shaft and the gear train. In the first neutral state, the first shift gear 7 is disengaged from at least one of the first power shaft and the gear train.

[0061] In other embodiments, the motor of the vehicle transmission system includes at least one motor.

[0062] Exemplarily, as shown in Figure 1, the automobile transmission system also includes a second motor 5, a seventh transmission gear 13, an eighth transmission gear 14, a second shift gear 15 and a second transmission assembly 2, the second motor 5 has a second power shaft, the second power shaft is transmission-connected to the eighth transmission gear 14 and the second shift gear 15, the second shift gear 15 is transmission-connected to the gear train, the eighth transmission gear 14 is provided with a second accommodating cavity, the second transmission assembly 2 includes a transmission assembly as any one of the above items, the second transmission assembly 2 is arranged in the second accommodating cavity, and the transmission ring 101 in the second transmission assembly 2 is connected to the eighth transmission gear 14, and the locking member 102 in the second transmission assembly 2 is connected to the second power shaft.

[0063] The gear train includes:

[0064] The second transmission gear 8 is connected to the first shift gear 7 in a first meshing state;

[0065] The third transmission gear 9 is connected to the second transmission gear 8 by transmission;

[0066] The fourth transmission gear 10 is in transmission connection with the first transmission gear 6;

[0067] The fifth transmission gear 11, the third transmission gear 9, the fourth transmission gear 10 and the fifth transmission gear 11 are coaxially arranged, and the fifth transmission gear 11 can be used as a speed reduction driving gear;

[0068] The sixth transmission gear 12 is in transmission connection with the fifth transmission gear 11 and can be used as a speed reduction driven gear;

[0069] The seventh transmission gear 13 is transmission-connected to the third transmission gear 9 , and the second shift gear 15 is transmission-connected to the seventh transmission gear 13 in a first meshing state;

[0070] The differential 18 is connected to the sixth transmission gear 12 in a driving manner. The differential 18 is used to transmit the power transmitted by the sixth transmission gear 12 to the vehicle wheels.

[0071] On this basis, the first motor 4 and the second motor 5 can generate electricity and provide electrical energy, and can also drive and provide power output.

[0072] When the first shift gear 7 is in the first meshing state, the power of the first motor 4 can be transmitted through the first shift gear 7; when the first shift gear 7 is in the first neutral state, the first motor 4 can output power through the first transmission gear 6;

[0073] When the second shift gear 15 is in the first engaged state, the power of the second motor 5 can be transmitted through the second shift gear 15 ; when the second shift gear 15 is in the first neutral state, the second motor 5 can output power through the eighth transmission gear 14 .

[0074] In some embodiments, as shown in FIG. 1 , the automobile transmission system further includes a disconnect mechanism 17 , which is located between the power output shaft and the first transmission gear 6 and is used to start or disconnect the power connection between the power output shaft and the first transmission gear 6 .

[0075] On this basis, the present application can control the start and stop of the engine 3 by controlling the engagement and disconnection of the disconnection mechanism 17, thereby controlling the driving mode of the car so that the car can meet different driving needs.

[0076] In some embodiments, as shown in FIG1 , the automobile transmission system further includes a torque limiter 16 . The torque limiter 16 is disposed between the engine 3 and the disconnect mechanism 17 and is in transmission connection with the engine 3 and the disconnect mechanism 17 , respectively.

[0077] On this basis, the torque limiter 16 can be used for overload protection of the vehicle transmission system to prevent mechanical damage, reduce torque fluctuations of the engine 3, and improve the NVH performance of the vehicle transmission system.

[0078] In some embodiments, the vehicle transmission system further includes a battery, the battery is electrically connected to the first motor 4, and the motor includes a first working state, a second working state, and a free state;

[0079] When the first motor 4 is in the first working state, the first motor 4 is used as an electric motor, and the battery supplies power to the first motor 4;

[0080] When the first motor 4 is in the second working state, the first motor 4 acts as a generator and charges the battery;

[0081] When the first motor 4 is in a free state, the first power shaft of the first motor 4 rotates freely.

[0082] On this basis,

[0083] In some embodiments, the present application also provides a vehicle comprising the above-mentioned automobile transmission system.

[0084] On this basis, the vehicle in this application can provide multiple driving modes, including a first pure electric driving mode, a second pure electric driving mode, a first series driving mode, a second series driving mode, a first parallel driving mode, a second parallel driving mode, a third parallel driving mode, a fourth parallel driving mode, a first engine driving mode, a second engine direct driving mode, and an energy recovery mode. The specific transmission routes are as follows:

[0085] (1) First pure electric driving mode

[0086] The first shift gear 7 is in the first neutral state, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is in the disconnected state, the engine 3 is not working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a first pure electric drive mode.

[0087] The power transmission route in this driving mode is: second motor 5 → transmission ring 101 → eighth transmission gear 14 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0088] (2) Second pure electric driving mode

[0089] The second shift gear 15 is engaged with the seventh transmission gear 13, the first shift gear 7 is in the first neutral state, the disconnect mechanism 17 is in the disconnected state, the engine 3 is not working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a second pure electric drive mode.

[0090] The power transmission route in this driving mode is: second motor 5 → second shift gear 15 → seventh transmission gear 13 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0091] (3) First series drive mode

[0092] The first shift gear 7 is in the first neutral state, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is in the disconnected state, the engine 3 is not working, the first motor 4 is used as a generator and charges the battery, the second motor 5 is driven and used as an electric motor, and the battery supplies power to the second motor 5 to establish a first series drive mode.

[0093] The power transmission route in this driving mode is: second motor 5 → transmission ring 101 → eighth transmission gear 14 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0094] (4) Second series drive mode

[0095] The second shift gear 15 is engaged with the seventh transmission gear 13, the first shift gear 7 is in the first neutral state, the disconnect mechanism 17 is in the disconnected state, the engine 3 is not working, the first motor 4 is used as a generator and charges the battery, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a second pure electric drive mode.

[0096] The power transmission route in this driving mode is: second motor 5 → second shift gear 15 → seventh transmission gear 13 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0097] (5) First parallel drive mode

[0098] The first shift gear 7 is in the first neutral state, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a first parallel drive mode.

[0099] The first power transmission route in this driving mode is: second motor 5 → transmission ring 101 → eighth transmission gear 14 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0100] The second power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnecting mechanism 17 → first locking mechanism 20 → first gear 8 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0101] (6) Second parallel drive mode

[0102] The first shift gear 7 is engaged with the second transmission gear 8, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a second parallel drive mode.

[0103] The first power transmission route in this driving mode is: second motor 5 → transmission ring 101 → eighth transmission gear 14 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0104] The second power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnect mechanism 17 → first shift gear 7 → second transmission gear 8 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0105] (7) The third parallel drive mode

[0106] The first shift gear 7 is in a first neutral state, the second shift gear 15 is engaged with the seventh transmission gear 13, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a third parallel drive mode.

[0107] The first power transmission route in this driving mode is: second motor 5 → second shift gear 15 → seventh transmission gear 13 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0108] The second power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnecting mechanism 17 → first locking mechanism 20 → first gear 8 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0109] (8) Fourth parallel drive mode

[0110] The first shift gear 7 is engaged with the second transmission gear 8, the second shift gear 15 is engaged with the seventh transmission gear 13, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in a free state, the second motor 5 is driven and used as an electric motor, and the battery powers the second motor 5 to establish a fourth parallel drive mode.

[0111] The first power transmission route in this driving mode is: second motor 5 → second shift gear 15 → seventh transmission gear 13 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18 , and finally transmitted to the gear train.

[0112] The second power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnect mechanism 17 → first shift gear 7 → second transmission gear 8 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0113] (9) First engine driving mode

[0114] The first shift gear 7 is in the first neutral state, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in the free state, and the second motor 5 is not working, so as to establish the first engine driving mode.

[0115] The power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnect mechanism 17 → first locking mechanism 20 → first gear 8 → fourth transmission gear 10 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0116] (10) Second engine driving mode

[0117] The first shift gear 7 is engaged with the second transmission gear 8, the second shift gear 15 is in the first neutral state, the disconnect mechanism 17 is engaged, the engine 3 is working, the first motor 4 is in a free state, and the second motor 5 is not working, so as to establish the second engine driving mode.

[0118] The power transmission route in this driving mode is: engine 3 → torque limiter 16 → disconnect mechanism 17 → first shift gear 7 → second transmission gear 8 → fifth gear 12 → fifth transmission gear 11 → sixth transmission gear 12 → differential 18, and finally transmitted to the gear train.

[0119] (11) Energy recovery mode

[0120] The second shift gear 15 is engaged with the seventh transmission gear 13, the first shift gear 7 is in the first neutral state, the disconnect mechanism 17 is in the disconnected state, the engine 3 is not working, the first motor 4 is in the free state, and the second motor 5 generates electricity to establish an energy recovery mode.

[0121] The power transmission route in this energy recovery mode is: differential 18 → sixth transmission gear 12 → fifth transmission gear 11 → fifth gear 12 → seventh transmission gear 13 → second shift gear 15 → second motor 5. The second motor 5 recovers energy to generate electricity and stores it in the battery.

[0122] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A transmission assembly, characterized in that: The transmission assembly comprises: A transmission ring (101), the transmission ring (101) being used to connect to the first power end, and the inner circumferential surface of the transmission ring (101) being provided with a first clamping portion (1011); A locking member (102), the locking member (102) being used to connect to the second power end, and the outer peripheral surface of the locking member (102) being provided with a second clamping portion (1021); The locking member (102) is sleeved in the transmission ring (101), and the locking member (102) can rotate counterclockwise relative to the transmission ring (101). When the locking member (102) rotates clockwise relative to the transmission ring (101), the first clamping portion (1011) is clamped with the second clamping portion (1021).

2. The transmission assembly according to claim 1, characterized in that: The inner circumferential surface of the transmission ring (101) is provided with a plurality of spaced concave arc surfaces (1012) and a plurality of spaced planes (1013); the plurality of concave arc surfaces (1012) and the plurality of planes (1013) are spaced in sequence; one end of the concave arc surface (1012) is smoothly connected to an adjacent plane (1013); the other end of the concave arc surface (1012) is connected to another adjacent plane (1013); the angle between the normal line of the other end of the concave arc surface (1012) and the normal line of another adjacent plane (1013) is greater than 0° and less than or equal to 90°; the other end of the concave arc surface (1012) forms the first clamping portion (1011); The outer peripheral surface of the locking member (102) is provided with a plurality of locking plates arranged at intervals, the plurality of locking plates correspond to the plurality of concave arc surfaces (1012) one by one, and the locking plates form the second clamping portion (1021).

3. The transmission assembly according to claim 1, characterized in that: The outer peripheral surface of the locking member (102) is provided with a plurality of spaced concave arc surfaces (1012) and a plurality of spaced planes (1013); the plurality of concave arc surfaces (1012) and the plurality of planes (1013) are spaced in sequence; one end of the concave arc surface (1012) is smoothly connected to an adjacent plane (1013); the other end of the concave arc surface (1012) is connected to another adjacent plane (1013); the angle between the normal line of the other end of the concave arc surface (1012) and the normal line of another adjacent plane (1013) is greater than 0° and less than or equal to 90°; the other end of the concave arc surface (1012) forms the second clamping portion (1021); The inner circumferential surface of the transmission ring (101) is provided with a plurality of locking plates arranged at intervals, the plurality of locking plates correspond to the plurality of concave arc surfaces (1012) one by one, and the locking plates form the first clamping portion (1011).

4. The transmission assembly according to any one of claims 1 to 3, characterized in that: The locking member (102) is elastic.

5. An automobile transmission system, characterized in that: The automobile transmission system comprises: An engine (3), the engine (3) having a power output shaft; A first motor (4), the first motor (4) having a first power shaft; A first transmission gear (6), the first transmission gear (6) is in transmission connection with the first power shaft, the first transmission gear (6) is provided with a first accommodating cavity, and is used for transmission connection with the gear train; A first transmission assembly (1), the first transmission assembly (1) comprising a transmission assembly as claimed in any one of claims 1 to 4; The first transmission assembly (1) is arranged in the first accommodating cavity, and the transmission ring (101) in the first transmission assembly (1) is connected to the first transmission gear (6), and the locking member (102) in the first transmission assembly (1) is connected to the first power shaft.

6. The automobile transmission system according to claim 5, characterized in that: The automobile transmission system further comprises: a first shift gear (7), wherein the first shift gear (7) comprises a first neutral state and a first meshing state; In the first meshing state, the first shift gear (7) is in transmission connection with both the first power shaft and the gear train; in the first neutral state, the first shift gear (7) is disengaged from at least one of the first power shaft and the gear train.

7. The automobile transmission system according to claim 5, characterized in that: The automobile transmission system further comprises a disconnect mechanism (17), which is located between the power output shaft and the first transmission gear (6) and is used to start or disconnect the power connection between the power output shaft and the first transmission gear (6).

8. The automobile transmission system according to claim 7, characterized in that: The automobile transmission system further comprises a torque limiter (16), which is arranged between the engine (3) and the disconnect mechanism (17) and is respectively connected in transmission with the engine (3) and the disconnect mechanism (17).

9. The automobile transmission system according to claim 5, characterized in that: The automobile transmission system further comprises a battery, the battery being electrically connected to the first motor (4), the motor comprising a first working state, a second working state and a free state; When the first motor (4) is in the first working state, the first motor (4) is used as an electric motor, and the battery supplies power to the first motor (4); When the first motor (4) is in the second working state, the first motor (4) acts as a generator and charges the battery; When the first motor (4) is in the free state, the first power shaft of the first motor (4) rotates freely.

10. A vehicle, characterized in that: An automobile transmission system comprising any one of claims 5-9.

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