Transmission and powertrain of vehicle, and vehicle

Abstract

A vehicle, comprising a powertrain (1000). The powertrain (1000) comprises a transmission (100). The transmission (100) of the vehicle comprises a first shaft (20) and a second shaft (41). The first shaft (20) is arranged in the front-rear direction of the vehicle, and the first shaft (20) is connected to an engine (200), a generator (30) and a front axle differential (11). The second shaft (41) is arranged in the front-rear direction of the vehicle, and the second shaft (41) is connected to a drive electric motor (40), the front axle differential (11) and a rear axle differential (300). The first shaft (20) is connected to the second shaft (41) by means of a first clutch (121).

Description

Transmission, powertrain and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on August 30, 2023, with application number 202322379453.7 and titled “Transmission, power system and vehicle for vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the technical field of vehicles, and in particular to a transmission, a power system and a vehicle. Background Art

[0004] With the advancement of science and technology and the improvement of people's living standards, the development and utilization of new energy vehicles has gradually become a trend. Among them, hybrid vehicles, as a type of new energy vehicle, are mainly driven by an engine and an electric motor. The structure of the hybrid system is diverse, which can realize various driving modes such as pure electric, extended range, and parallel. It is widely used in off-road vehicles.

[0005] In existing technologies, longitudinally mounted powertrains often utilize conventional powertrains or incorporate an electric motor into a conventional transmission, requiring a transfer case to distribute power to each drive axle. This poorly integrated powertrain structure results in significant power transmission losses, leading to significant differences in power and economy compared to dedicated hybrid transmissions. Furthermore, existing longitudinally mounted powertrains utilize a power split drive mechanism, preventing the motor from being disconnected during power generation or series operation, preventing the motor from operating independently.

[0006] Public content

[0007] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a transmission for a vehicle, which can realize the independent driving of a drive motor.

[0008] Another object of the present application is to provide a power system for a vehicle.

[0009] Another object of the present application is to provide a vehicle.

[0010] According to an embodiment of the present application, the transmission of a vehicle includes: a first shaft, which is arranged along the front-to-rear direction of the vehicle and is connected to the engine, the generator and the front axle differential; and a second shaft, which is arranged along the front-to-rear direction of the vehicle and is connected to the drive motor, the front axle differential and the rear axle differential; wherein the first shaft and the second shaft are connected by a first clutch.

[0011] Therefore, by setting the first clutch to connect the first shaft and the second shaft, when the first clutch is disconnected, the second shaft can be disconnected from the first shaft, so that the drive motor can be driven alone, thereby increasing the vehicle's driving mode and meeting the vehicle's usage requirements in more working conditions.

[0012] In some examples of the present application, the transmission of the vehicle also includes a third shaft, a first synchronizer is provided on the second shaft, the first synchronizer is located between the first clutch and the drive motor, a plurality of active gear gears are provided on the second shaft, the third shaft is connected to the front axle differential and is provided with a plurality of driven gear gears, the plurality of active gear gears and the plurality of driven gear gears are meshed one by one to form a plurality of gear gear pairs, and the first synchronizer is selectively engaged with one of the plurality of active gear gears.

[0013] In some examples of the present application, there are two active gears, the two active gears are spaced apart and loosely mounted on the second shaft, and the first synchronizer is disposed between the two active gears.

[0014] In some examples of the present application, the multiple driven gears are arranged at one end of the third shaft, the other end of the third shaft is provided with a first transmission gear, the front axle differential is provided with a second transmission gear, and the first transmission gear is meshed with the second transmission gear.

[0015] In some examples of the present application, both the first transmission gear and the second transmission gear are bevel gears.

[0016] In some examples of the present application, the transmission of the vehicle also includes a fourth shaft, which is arranged along the front and rear direction of the vehicle, the fourth shaft is connected to the rear axle differential, and the second shaft is connected to the fourth shaft through a second clutch to be connected to the rear axle differential.

[0017] In some examples of the present application, central axes of the fourth shaft and the second shaft coincide.

[0018] In some examples of the present application, the transmission of the vehicle also includes a first planetary gear, the first planetary gear includes a first sun gear, a first planetary gear, a first planetary carrier and a first ring gear, the fourth shaft includes a first sub-shaft and a second sub-shaft, one end of the first sub-shaft is connected to the second clutch, and the other end is connected to the first sun gear, a third clutch is loosely sleeved on the first sub-shaft, the first planetary carrier is selectively engaged with the third clutch, the first planetary gear is arranged on the first planetary carrier and is meshed between the first ring gear and the first sun gear, the first ring gear is connected to the second sub-shaft, and the second sub-shaft is connected to the rear axle differential.

[0019] In some examples of the present application, the vehicle transmission further includes a brake, and the first planet carrier is selectively engaged with the brake.

[0020] In some examples of the present application, the transmission of the vehicle also includes a second planetary gear, the second planetary gear includes a second sun gear, a second planetary gear, a second planetary carrier and a second ring gear, the second sun gear is loosely mounted on the first shaft, the second ring gear is suitable for being fixed to the transmission housing, the second planetary gear is arranged on the second planetary carrier and is engaged between the second sun gear and the second ring gear, and the second planetary carrier is connected to the first shaft.

[0021] In some examples of the present application, central axes of the first shaft and the second shaft coincide.

[0022] The power system of the vehicle according to the present application includes: the transmission of the vehicle described above.

[0023] The vehicle according to the present application includes: the power system of the vehicle described above.

[0024] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0026] FIG1 is a schematic diagram of a power system of a vehicle according to an embodiment of the present application;

[0027] FIG2 is a schematic diagram of a power system of a vehicle according to other embodiments of the present application;

[0028] FIG3 is a schematic diagram of a power system of a vehicle according to some further embodiments of the present application;

[0029] FIG4 is a schematic diagram of a power system of a vehicle according to still other embodiments of the present application;

[0030] FIG5 is a schematic diagram of a power system of a vehicle according to some further embodiments of the present application;

[0031] FIG6 is a schematic diagram of a power system with an engine and front-wheel drive in first gear according to an embodiment of the present application;

[0032] FIG7 is a schematic diagram of a power system with an engine and front-wheel drive in second gear according to an embodiment of the present application;

[0033] FIG8 is a schematic diagram of a power system with a drive motor for front-wheel drive in first gear according to an embodiment of the present application;

[0034] FIG9 is a schematic diagram of a power system with a drive motor in front-wheel drive first gear according to an embodiment of the present application;

[0035] FIG10 is a schematic diagram of a power system in which an engine and a drive motor are combined to form a front-wheel drive first gear according to an embodiment of the present application;

[0036] FIG11 is a schematic diagram of a power system in which an engine and a drive motor are combined with front-wheel drive in second gear according to an embodiment of the present application;

[0037] FIG12 is a schematic diagram of a power system with an engine and rear-wheel drive in first gear according to an embodiment of the present application;

[0038] FIG13 is a schematic diagram of a power system with an engine and rear-wheel drive in second gear according to an embodiment of the present application;

[0039] FIG14 is a schematic diagram of a power system with a drive motor and rear-wheel drive in first gear according to an embodiment of the present application;

[0040] FIG15 is a schematic diagram of a power system with a drive motor and rear-wheel drive in second gear according to an embodiment of the present application;

[0041] FIG16 is a schematic diagram of a power system in which an engine and a drive motor are combined to realize rear-wheel drive in first gear according to an embodiment of the present application;

[0042] FIG17 is a schematic diagram of a power system of an engine and a drive motor combined with rear-wheel drive in second gear according to an embodiment of the present application;

[0043] FIG18 is a schematic diagram of a power system of an engine four-wheel drive first gear according to an embodiment of the present application;

[0044] FIG19 is a schematic diagram of a power system of an engine four-wheel drive second gear according to an embodiment of the present application;

[0045] FIG20 is a schematic diagram of a power system with a drive motor in four-wheel drive and first gear according to an embodiment of the present application;

[0046] FIG21 is a schematic diagram of a power system with a drive motor and four-wheel drive in second gear according to an embodiment of the present application;

[0047] FIG22 is a schematic diagram of a power system in which an engine and a drive motor are combined with four-wheel drive and first gear according to an embodiment of the present application;

[0048] Figure 23 is a schematic diagram of a power system of an engine and a drive motor combined with four-wheel drive second gear according to an embodiment of the present application.

[0049] FIG24 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0050] Reference Signs: Vehicle 2000, Power System 1000, Front Axle 2000, Transmission 100, Engine 200, Rear Axle Differential 300, Torsional Vibration Damper 400, Front Wheel 500, Rear Wheel 600, Housing 10, Front Axle Differential 11, Second Transmission Gear 111, First Clutch 121, Second Clutch 122, Third Clutch 123, Second Synchronizer 13, First Intermediate Shaft 14, Second Intermediate Shaft 15, First Shaft 20, Generator 30, Drive Motor 40, Second Shaft 41, First Synchronizer 411, Fourth Shaft 50, First Sub-Shaft 51, Second Sub-Shaft 52, First Planetary Gear Set 60, First Sun Gear 61, First Planetary Gear 62, First Planetary Carrier 63, First Ring Gear 64, Brake 70, The third shaft 80 , the gear pair 81 , the driving gear 811 , the first intermediate gear 8111 , the third intermediate shaft 8112 , the second intermediate gear 8113 , the driven gear 812 , the first transmission gear 82 , the second planetary gear 90 , the second sun gear 91 , the second planetary gears 92 , the second planetary carrier 93 , and the second ring gear 94 . DETAILED DESCRIPTION

[0051] The following describes in detail embodiments of the present application, and the embodiments described with reference to the accompanying drawings are exemplary.

[0052] The following describes a transmission 100 for a vehicle according to an embodiment of the present application with reference to Figures 1 to 23. The transmission 100 for the vehicle can be provided in a power system 1000 of the vehicle, and the power system 1000 of the vehicle can be applied to the vehicle.

[0053] As shown in Figure 1, the transmission 100 of the vehicle according to the embodiment of the first aspect of the present application can mainly include: a housing 10, a first shaft 20, a second shaft 41, an engine 200, a generator 30, a drive motor 40, a front axle differential 11, a rear axle differential 300 and a first clutch 121, wherein the first shaft 20 and the second shaft 41 are both arranged along the front and rear directions of the vehicle, so that power can be transmitted along the front and rear directions of the vehicle, so as to realize multiple driving modes of the vehicle.

[0054] Furthermore, the housing 10 of the vehicle's transmission 100 has a certain mechanical strength and can withstand a certain load, thereby ensuring the working reliability of the transmission 100. The first shaft 20 is connected to the engine 200, so that the output power of the engine 200 can be directly transmitted to the first shaft 20, and through the first shaft 20, the output power of the engine 200 can be directly transmitted to the vehicle's transmission 100, so that the transmission 100 can adjust the output speed of the engine 200, so that the vehicle can travel according to the needs of users and different working conditions.

[0055] In addition, the other end of the first shaft 20 is connected to the first clutch 121, so that when the first shaft 20 rotates, the output power of the engine 200 can be smoothly transmitted to the first clutch 121. By selectively engaging the first clutch 121, the power of the engine 200 can be selectively transmitted in the transmission 100, which can change the power transmission path in the transmission 100 and realize multiple driving modes of the vehicle through the vehicle's transmission 100.

[0056] Furthermore, the generator 30 is disposed within the housing 10 and is connected to the first shaft 20. Specifically, the housing 10 provides a stable and reliable location for the generator 30. The connection between the generator 30 and the first shaft 20 allows the output power of the engine 200 to be smoothly transmitted to the generator 30 via the first shaft 20, allowing the generator 30 to generate electricity normally and power the electronic devices in the vehicle.

[0057] Furthermore, the drive motor 40 is disposed within the housing 10 and is connected to the second shaft 41. Specifically, the housing 10 provides a stable and reliable location for the drive motor 40 within the vehicle's transmission 100, allowing the output power of the drive motor 40 to be transmitted externally via the second shaft 41. The second shaft 41 connects the front axle differential 11 and the rear axle differential 300, allowing power from the transmission 100 to be transmitted to the front axle differential 11 and the rear axle differential 300 of the vehicle, thereby enabling various drive modes of the vehicle. The first shaft 20 and the second shaft 41 can be selectively connected by selectively engaging the first clutch 121. When the first clutch 121 is engaged, the power on the first shaft 20 is coupled with the power on the second shaft 41, so that the engine 200, the generator 30 and the drive motor 40 in the vehicle can be driven in series. When the first clutch 121 is disconnected, the output power of the drive motor 40 will not be transmitted to the first shaft 20, but will only be transmitted to the front axle differential 11 and the rear axle differential 300 through the second shaft 41. In this way, the drive motor 40 can be driven alone, thereby realizing multiple driving modes of the vehicle.

[0058] Furthermore, the front axle differential 11 is disposed within the housing 10 and is connected to the second shaft 41. Specifically, placing the front axle differential 11 within the housing 10 of the transmission 100 allows the transmission 100 and the front axle differential 11 to be integrated into a single structure, improving the integration of the vehicle's powertrain 1000. This shortens the power transmission path between the transmission 100 and the front axle differential 11, thereby reducing power loss and improving the vehicle's power and economy. The front axle differential 11 is connected to the second shaft 41, allowing power from the second shaft 41 to be smoothly transmitted to the front axle differential 11, providing driving force to the vehicle's front wheels 500. When the first clutch 121 is disengaged, only the output power of the drive motor 40 is transmitted to the front axle differential 11 via the second shaft 41. When the first clutch 121 is engaged, the output power of the engine 200 is transmitted to the front axle differential 11 along the path from the first shaft 20 to the first clutch 121 to the second shaft 41.

[0059] Therefore, by setting the first clutch 121, the first shaft 20 and the second shaft 41 are selectively connected. When the first clutch 121 is disconnected, the second shaft 41 can be disconnected from the first shaft 20, so that the drive motor 40 can be driven alone, thereby increasing the vehicle's driving mode and meeting the vehicle's usage requirements in more working conditions.

[0060] As shown in Figure 1, the vehicle's transmission 100 also includes a third shaft 80, a first synchronizer 411 is provided on the second shaft 41, the first synchronizer 411 is located between the first clutch 121 and the drive motor 40, a plurality of active gear gears 811 are provided on the second shaft 41, the third shaft 80 is connected to the front axle differential 11 and is provided with a plurality of driven gear gears 812, the plurality of active gear gears 811 and the plurality of driven gear gears 812 are meshed one by one to form a plurality of gear gear pairs 81, and the first synchronizer 411 selectively engages with one of the plurality of active gear gears 811.

[0061] Specifically, a first synchronizer 411 is provided on the second shaft 41, which can enable the second shaft 41 to drive the first synchronizer 411 to rotate synchronously. When the first synchronizer 411 selects to engage with one of the multiple active gear gears 811, the first synchronizer 411 can drive one of the multiple active gear gears 811 to rotate synchronously, so as to transmit the power on the second shaft 41 to one of the multiple gear pairs 81, and one of the multiple active gear gears 811 drives the corresponding driven gear gear 812 to rotate, so that the driving force of a speed decelerated by the gear pair 81 can be transmitted to the front axle differential 11 through the third shaft 80.

[0062] Furthermore, the third shaft 80 is connected to the front axle differential 11, allowing for smooth power transmission between the third shaft 80 and the front axle differential 11. A plurality of driven gears 812 are provided on the third shaft 80, allowing for smooth power transmission between the plurality of driven gears 812 and the third shaft 80. The plurality of driving gears 811 correspond one-to-one with the plurality of driven gears 812 and mesh with each other, thereby enabling smooth power transmission within each pair of gear pairs 81. In the embodiment of the present application, the plurality of driving gears 811 and the plurality of driven gears 812 have different diameters, resulting in different transmission ratios and output speeds for the different gear pairs 81. This results in different speeds transmitted to the front axle differential 11 via the different gear pairs 81, thereby providing the front axle differential 11 with driving forces of different speeds.

[0063] As shown in FIG1 , two active gears 811 are loosely mounted on the second shaft 41, and the two active gears 811 are spaced apart, and the first synchronizer 411 is disposed between the two active gears 811. Specifically, the two active gears 811 are loosely mounted on the second shaft 41 and spaced apart. This arrangement, on the one hand, prevents the second shaft 41 from directly driving one of the active gears 811 to rotate, thereby preventing the transmission 100 from adjusting the power speed transmitted to the front axle differential 11. On the other hand, it ensures the reliability and accuracy of the first synchronizer 411 when selectively engaging with one of the two active gears 811. The power transmitted to the front axle differential 11 can be accurately controlled by the first synchronizer 411, thereby improving the vehicle's power and economy under different operating conditions.

[0064] As shown in FIG1 , multiple driven gears 812 are disposed at one end of the third shaft 80, a first transmission gear 82 is disposed at the other end of the third shaft 80, and a second transmission gear 111 is disposed on the front axle differential 11. The first transmission gear 82 is in driving engagement with the second transmission gear 111. Both the first transmission gear 82 and the second transmission gear 111 are bevel gears. Specifically, multiple driven gears 812 are disposed at one end of the third shaft 80, and the first transmission gear 82 is disposed at the other end. This allows the driven gear 812 corresponding to the driving gear 811 to rotate when the first synchronizer 411 engages one of the multiple driving gears 811, and power can be smoothly transmitted to the first transmission gear 82 via the third shaft 80.

[0065] Furthermore, through the meshing transmission of the first transmission gear 82 and the second transmission gear 111, power can be smoothly transmitted from the third shaft 80 to the front axle differential 11. The first transmission gear 82 and the second transmission gear 111 are both bevel gears, which not only facilitates the change of direction of power when it is transmitted between the third shaft 80 and the front axle differential 11, so that the driving force is smoothly transmitted to the front axle differential 11, but also reduces the loss of driving force in the transmission 100, and also improves the transmission stability of driving force between the third shaft 80 and the front axle differential 11.

[0066] As shown in FIG1 , the vehicle transmission 100 further includes a fourth shaft 50 disposed along the front-to-rear direction of the vehicle and connected to the rear axle differential 300. The second shaft 41 is connected to the fourth shaft 50 via the second clutch 122 to be connected to the rear axle differential 300. Specifically, the fourth shaft 50 is disposed along the front-to-rear direction of the vehicle, enabling power to be transmitted in the front-to-rear direction of the vehicle, thereby facilitating multiple driving modes of the vehicle.

[0067] Furthermore, the fourth shaft 50 is disposed within the housing 10, with one end connected to the rear axle differential 300 and the other end connected to the second clutch 122, which is selectively engaged. Specifically, the housing 10 provides a stable and reliable location for the fourth shaft 50. One end of the fourth shaft 50 is connected to the rear axle differential 300, allowing it to transfer power from the transmission 100 to the rear axle differential 300 to provide driving force to the rear wheels 600 of the vehicle. The other end of the fourth shaft 50 is connected to the second clutch 122. When the second clutch 122 is engaged, the second shaft 41 and the fourth shaft 50 are connected, ensuring smooth power transmission between the second shaft 41 and the fourth shaft 50. When the second clutch 122 is disengaged, no power is transmitted between the second shaft 41 and the fourth shaft 50.

[0068] As shown in Figures 1 and 3, the central axes of the fourth shaft 50 and the second shaft 41 coincide with each other. This arrangement not only facilitates the selective engagement of the second synchronizer 13 to be smooth and convenient, and facilitates the control of the transmission of power between the fourth shaft 50 and the second shaft 41, but also ensures that the second shaft 41 and the fourth shaft 50 rotate coaxially when the second synchronizer 13 is engaged. This is conducive to reducing the transmission loss of power between the second shaft 41 and the fourth shaft 50, and can improve the transmission efficiency of the vehicle's transmission 100.

[0069] As shown in FIG1 , the vehicle transmission 100 further includes a first planetary gear set 60. The first planetary gear set 60 is disposed within the housing 10 and includes a first sun gear 61, first planetary gears 62, a first planetary carrier 63, and a first ring gear 64. The fourth shaft 50 includes a first sub-shaft 51 and a second sub-shaft 52. One end of the first sub-shaft 51 is connected to the second clutch 122, and the other end is connected to the first sun gear 61. The third clutch 123 is loosely mounted on the first sub-shaft 51. The first planetary carrier 63 is selectively engaged with the third clutch 123. The first planetary gears 62 are disposed on the first planetary carrier 63 and meshed between the first ring gear 64 and the first sun gear 61. The first ring gear 64 is connected to the second sub-shaft 52, which is used to connect to the rear axle differential 300.

[0070] Specifically, the housing 10 can provide a stable and reliable setting position for the first planetary gear 60 in the transmission 100, wherein the first planetary gear 62 is set on the first planetary carrier 63, so that power can be smoothly transmitted between the first planetary gear 62 and the first planetary carrier 63, and the first planetary gear 62 is engaged between the first ring gear 64 and the first sun gear 61, so that power can be smoothly transmitted between the first sun gear 61 and the first ring gear 64 through the first planetary gear 62.

[0071] Furthermore, one end of the first sub-shaft 51 is connected to the second clutch 122, and the other end is connected to the first sun gear 61. The second clutch 122 is selectively engaged, so that the second shaft 41 and the first sub-shaft 51 can be selectively connected. In this way, when the second clutch 122 is engaged, the power on the second shaft 41 can be smoothly transmitted to the first sun gear 61 through the first sub-shaft 51, so that the first sun gear 61 can selectively rotate at the same speed as the second shaft 41.

[0072] Furthermore, a third clutch 123 is loosely mounted on the first sub-shaft 51, allowing the third clutch 123 to rotate coaxially with the first sub-shaft 51, thereby improving the compactness of the transmission 100. When the second clutch 122 is engaged and the first planetary carrier 63 is engaged with the third clutch 123, the second shaft 41 can drive the first sun gear 61 and the third clutch 123 to rotate synchronously, and the third clutch 123 can also cause the first planetary carrier 63 to rotate synchronously with the first sun gear 61. This allows the first planetary gear 62 to rotate around the first sun gear 61 without the first planetary gear 62 rotating on its own, thereby enabling the first ring gear 64 to rotate synchronously with the first sun gear 61.

[0073] Furthermore, the first ring gear 64 is connected to the second sub-shaft 52, enabling the second sub-shaft 52 to rotate synchronously with the first sun gear 61, thereby aligning the speed of the second sub-shaft 52 with the speed of the second shaft 41. The second sub-shaft 52 is connected to the rear axle differential 300. This arrangement allows power from the second shaft 41 to be directly transmitted to the rear axle differential 300, providing a driving force at a specified speed to the vehicle's rear wheels 600. In this embodiment of the present application, when the first planetary carrier 63 is engaged with the third clutch 123, the speed output by the transmission 100 to the rear wheels 600 is the second gear speed.

[0074] As shown in FIG1 , the vehicle transmission 100 further includes a brake 70 disposed within the housing 10 , with the first planetary carrier 63 selectively engaging the brake 70. Specifically, the housing 10 provides a stable and reliable location for the brake 70 within the transmission 100 . The engagement of the first planetary carrier 63 with the brake 70 prevents the first planetary carrier 63 from rotating. When the second clutch 122 is engaged and the first planetary carrier 63 is engaged with the brake 70 , the second shaft 41 drives the first sun gear 61 to rotate synchronously, the third clutch 123 idles, the first sun gear 61 drives the first planetary gears 62 to rotate, the first planetary gears 62 drive the first ring gear 64 to rotate, and the first ring gear 64 drives the second sub-shaft 52 to rotate synchronously. This allows the power reduced by the first planetary gear set 60 to be transmitted to the rear axle differential 300 , providing driving force at a different speed to the rear wheels 600 of the vehicle. In the embodiment of the present application, when the first planetary carrier 63 is engaged with the brake 70 , the rotational speed output by the transmission 100 to the rear wheels 600 is a first gear rotational speed.

[0075] As shown in FIG1 , the vehicle transmission 100 further includes a second planetary gear set 90. The second planetary gear set 90 is disposed within the housing 10 and includes a second sun gear 91, second planetary gears 92, a second planetary carrier 93, and a second ring gear 94. The second sun gear 91 is loosely mounted on the first shaft 20, the second ring gear 94 is fixed to the housing 10, and the second planetary gears 92 are disposed on the second planetary carrier 93 and meshed between the second sun gear 91 and the second ring gear 94. The second planetary carrier 93 is connected to the first shaft 20.

[0076] Specifically, the housing 10 can provide a stable and reliable setting position for the second planetary row 90, wherein the second planetary gear 92 is set on the second planetary carrier 93, so that power can be smoothly transmitted between the second planetary carrier 93 and the second planetary gear 92, the second planetary gear 92 is meshed between the second sun gear 91 and the second ring gear 94, and the second ring gear 94 is fixed to the housing 10, so that power can be stably transmitted between the second sun gear 91 and the second planetary gear 92, and the second planetary gear 92 can rotate when rotating around the second sun gear 91, the second planetary carrier 93 is connected to the first shaft 20, so that power can be smoothly transmitted between the first shaft 20 and the second planetary carrier 93, so that when the output power of the engine 200 is transmitted to the first shaft 20, the first shaft 20 can drive the second planetary carrier 93 to rotate, and the second planetary carrier 93 drives the second planetary gear 92 to rotate around the second sun gear 91, and the second ring gear 94 is fixed, so the second planetary gear 92 rotates and drives the second sun gear 91 to rotate. In an embodiment of the present application, the end of the second sun gear 91 away from the second planetary gear 92 is connected to the generator 30, so that the second sun gear 91 can transmit the decelerated power to the generator 30, so that the generator 30 can generate electricity normally and power the electronic devices in the vehicle.

[0077] As shown in Figure 1, the central axes of the first shaft 20 and the second shaft 41 coincide with each other. This arrangement not only facilitates the selective and smooth engagement of the first clutch 121 and facilitates the control of power transmission between the first shaft 20 and the second shaft 41, but also ensures that the second shaft 41 and the first shaft 20 rotate coaxially when the first clutch 121 is engaged. This is conducive to reducing the transmission loss of power between the second shaft 41 and the first shaft 20, and can improve the transmission efficiency of the vehicle's transmission 100.

[0078] According to an embodiment of the second aspect of the present application, as shown in FIG1 , a vehicle power system 1000 includes an engine 200, a rear axle differential 300, and a vehicle transmission 100. The engine 200 is connected to the first shaft 20, and the rear axle differential 300 is connected to the fourth shaft 50. Specifically, the vehicle transmission 100 can be applied to the vehicle power system 1000. In the vehicle power system 1000, the engine 200 is connected to the first shaft 20 of the transmission 100, so that the output power of the engine 200 can be smoothly transmitted to the transmission 100 through the first shaft 20 for speed change. The rear axle differential 300 is connected to the fourth shaft 50, so that the power in the transmission 100 can be transmitted to the rear axle differential 300 through the fourth shaft 50. In this way, the vehicle power system 1000 can transmit power equally to the front axle differential 11 and the rear axle differential 300, thereby realizing the vehicle's four-wheel drive mode.

[0079] As shown in FIG1 , the engine 200 is provided with an engine crankshaft, which is connected to the first shaft 20 and is provided with a torsional vibration damper 400. Specifically, the engine 200 is provided with an engine crankshaft, which can transmit the driving force and speed generated by the engine 200 to the outside of the engine 200. The engine crankshaft is connected to the torsional vibration damper 400, and the output power of the engine 200 is transmitted to the first shaft 20 through the torsional vibration damper 400. This can reduce the mechanical power loss of the vehicle's power system 1000, thereby not only increasing the output power of the engine 200 but also improving the vehicle's power performance and economy.

[0080] According to an embodiment of the present application, a vehicle includes a front axle 2000 and a power system 1000 of the vehicle, and a front axle differential 11 is disposed on the front axle 2000. Specifically, the power system 1000 provided with the transmission 100 of the present application can be used in a vehicle. By disposing the front axle differential 11 in the transmission 100 on the front axle 2000 in the vehicle, the transmission 100 can be integrated with the front axle 2000 of the vehicle. Through the multiple clutches and shifting mechanisms within the transmission 100, the front-wheel drive, rear-wheel drive, and four-wheel drive control of the vehicle can be directly achieved. This eliminates the transfer case used in the prior art and improves the integration of the power system 1000.

[0081] 6-23 , the control strategy and power transmission of the power system 1000 of the vehicle in the present application under different working modes are described.

[0082] The transmission 100 is equipped with an actuator unit. This unit controls the engagement states of the first clutch 121, the second clutch 122, the third clutch 123, and the first synchronizer 411 in the transmission 100, as well as the operating states of the engine 200 and the drive motor 40, according to different vehicle operating conditions. This enables switching of the power source in the power system 1000. The vehicle's power modes can be divided into front-wheel drive, rear-wheel drive, and four-wheel drive to meet the power requirements of the vehicle in various off-road conditions. In each power mode, the vehicle can adopt direct drive from the engine 200, direct drive from the drive motor 40, or combined drive from the engine 200 and the drive motor 40. This allows the engine 200 and the drive motor 40 to operate efficiently simultaneously, reducing vehicle energy consumption, increasing vehicle range, and improving vehicle drivability. In each drive mode, the actuator unit selectively controls the engagement of the first synchronizer 411 and multiple gear pairs 81, and controls the engagement of the first planetary carrier 63 with the third clutch 123 or the brake 70, respectively, to achieve multi-gear control of the power system 1000.

[0083] As shown in Figures 6 and 7, when the vehicle's power system 1000 is in the front-wheel drive mode of the engine 200, the first clutch 121 is engaged, the second clutch 122 and the third clutch 123 are not engaged, and the first synchronizer 411 is engaged with one of the two active gear gears 811. The output power of the engine 200 is transmitted along the path of engine crankshaft-first shaft 20-first clutch 121-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-front axle differential 11. By controlling the first synchronizer 411 to engage with the active gear gear 811 in different gear gear pairs 81, the output power of the engine 200 can be transmitted to the front axle differential 11 at different speeds, thereby realizing the gear adjustment of the vehicle in the front-wheel drive mode of the engine 200.

[0084] As shown in Figures 8 and 9, when the vehicle's power system 1000 is in the front-wheel drive mode of the drive motor 40, the first clutch 121, the second clutch 122 and the third clutch 123 are all not engaged, the first synchronizer 411 is engaged with one of the two active gear gears 811, and the output power of the drive motor 40 is transmitted along the path of the second shaft 41-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-front axle differential 11. By controlling the first synchronizer 411 to engage with the active gear gear 811 in different gear gear pairs 81, the output power of the drive motor 40 can be transmitted to the front axle differential 11 at different speeds, thereby realizing the gear adjustment of the vehicle in the front-wheel drive mode of the drive motor 40.

[0085] As shown in Figures 10 and 11, when the power system 1000 of the vehicle is in the front-wheel drive mode of the engine 200 and the drive motor 40, the first clutch 121 is engaged, the second clutch 122 and the third clutch 123 are not engaged, the first synchronizer 411 is engaged with one of the two active gears 811, and the output power of the engine 200 is along the engine crankshaft-first shaft 20-first clutch 121-first synchronizer 411-active gear 811-driven gear 812-third shaft 80-front axle differential 11 The output power of the drive motor 40 is transmitted along the path of the second shaft 41-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-front axle differential 11. By controlling the first synchronizer 411 to engage with the active gear gear 811 in different gear gear pairs 81, the output power of the engine 200 and the drive motor 40 can be transmitted to the front axle differential 11 at different speeds, so that the gear adjustment of the vehicle can be realized in the front-wheel drive mode of the engine 200 and the drive motor 40.

[0086] As shown in Figures 12 and 13, when the vehicle's power system 1000 is in the rear-wheel drive mode of the engine 200, the first clutch 121 and the second clutch 122 are both engaged, the first synchronizer 411 is not engaged, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. The output power of the engine 200 is transmitted along the path of engine crankshaft-first shaft 20-first clutch 121-second shaft 41-second clutch 122-fourth shaft 50-rear axle differential 300. By controlling the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, the output power of the engine 200 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing gear adjustment of the vehicle in the rear-wheel drive mode of the engine 200. In an embodiment of the present application, when the first planetary gear 60 is engaged with the brake 70, the vehicle's power system 1000 is in the first gear of the engine 200 rear-wheel drive mode, and when the first planetary gear 60 is engaged with the third clutch 123, the vehicle's power system 1000 is in the second gear of the engine 200 rear-wheel drive mode.

[0087] As shown in Figures 14 and 15 , when the vehicle power system 1000 is in the rear-wheel drive mode with the drive motor 40, the second clutch 122 is engaged, the first clutch 121 and the first synchronizer 411 are not engaged, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. The output power of the drive motor 40 is transmitted along the path of the second shaft 41 - the second clutch 122 - the fourth shaft 50 - the rear axle differential 300. By controlling the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, the output power of the drive motor 40 can be transmitted to the rear axle differential 300 at different speeds, thereby enabling gear adjustment of the vehicle in the rear-wheel drive mode with the drive motor 40. In the embodiment of the present application, when the first planetary gear 60 is engaged with the brake 70, the vehicle power system 1000 is in the first gear in the rear-wheel drive mode with the drive motor 40. When the first planetary gear 60 is engaged with the third clutch 123, the vehicle power system 1000 is in the second gear in the rear-wheel drive mode with the drive motor 40.

[0088] As shown in Figures 16 and 17, when the vehicle's power system 1000 is in the rear-wheel drive mode in which the engine 200 and the drive motor 40 are combined, the first clutch 121 and the second clutch 122 are both engaged, the first synchronizer 411 is not engaged, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. The output power of the engine 200 is transmitted along the path of the engine crankshaft-first shaft 20-first clutch 121-second shaft 41-second clutch 122-fourth shaft 50-rear axle differential 300, and the output power of the drive motor 40 is transmitted along the path of the second shaft 41-second clutch 122-fourth shaft 50-rear axle differential 300. By controlling the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, the power jointly transmitted to the fourth shaft 50 by the engine 200 and the drive motor 40 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing gear adjustment of the vehicle in the rear-wheel drive mode in which the engine 200 and the drive motor 40 are combined. In an embodiment of the present application, when the first planetary gear 60 is engaged with the brake 70, the power system 1000 of the vehicle is in the first gear of the rear-wheel drive mode jointly operated by the engine 200 and the drive motor 40; when the first planetary gear 60 is engaged with the third clutch 123, the power system 1000 of the vehicle is in the second gear of the rear-wheel drive mode jointly operated by the engine 200 and the drive motor 40.

[0089] As shown in Figures 18 and 19, when the power system 1000 of the vehicle is in the four-wheel drive mode of the engine 200, the first clutch 121 and the second clutch 122 are both engaged, the first synchronizer 411 is engaged with one of the two active gears 811, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. Part of the output power of the engine 200 is transmitted along the path of the engine crankshaft-first shaft 20-first clutch 121-first synchronizer 411-active gear 811-driven gear 812-third shaft 80-front axle differential 11, and the other part is transmitted along the path of the engine crankshaft-first shaft 20-first clutch 121- The power transmitted along the path of the second shaft 41-the second clutch 122-the fourth shaft 50-the rear axle differential 300, and the power transmitted to the first synchronizer 411 is controlled to engage with the active gear gear 811 in different gear gear pairs 81, so that part of the output power of the engine 200 can be transmitted to the front axle differential 11 at different speeds; the power transmitted to the fourth shaft 50 is controlled to selectively engage with the third clutch 123 and the brake 70 by controlling the first planetary carrier 63, so that the output power of the engine 200 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing the gear adjustment of the vehicle in the four-wheel drive mode of the engine 200.

[0090] As shown in Figures 20 and 21, when the power system 1000 of the vehicle is in the four-wheel drive mode of the drive motor 40, the first clutch 121 is not engaged, the second clutch 122 is engaged, the first synchronizer 411 is engaged with one of the two active gears 811, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. The output power of the drive motor 40 is partially transmitted along the path of the second shaft 41-first synchronizer 411-active gear 811-driven gear 812-third shaft 80-front axle differential 11, and the other part is transmitted along the path of the second shaft 41-second clutch 122-fourth The power transmitted along the path of shaft 50-rear axle differential 300, and the power transmitted to the first synchronizer 411 is controlled by the first synchronizer 411 to engage with the active gear gear 811 in different gear gear pairs 81, so that part of the output power of the drive motor 40 can be transmitted to the front axle differential 11 at different speeds; the power transmitted to the fourth shaft 50 is controlled by the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, so that the output power of the drive motor 40 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing the gear adjustment of the vehicle in the four-wheel drive mode of the drive motor 40.

[0091] As shown in Figures 22 and 23, when the power system 1000 of the vehicle is in the four-wheel drive mode of the engine 200 and the drive motor 40, the first clutch 121 and the second clutch 122 are both engaged, the first synchronizer 411 is engaged with one of the two active gears 811, and the first planetary carrier 63 is selectively engaged with the third clutch 123 or the brake 70. Part of the output power of the engine 200 is along the engine crankshaft-first shaft 20-first clutch 121-first synchronizer 411-active gear 811-driven gear 812- The power is transmitted along the path of the third shaft 80-front axle differential 11, and the other part is transmitted along the path of the engine crankshaft-first shaft 20-first clutch 121-second shaft 41-second clutch 122-fourth shaft 50-rear axle differential 300; the output power of the drive motor 40 is partially transmitted along the path of the second shaft 41-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-front axle differential 11, and the other part is transmitted along the path of the second shaft 41-second clutch 122-fourth shaft 50-rear axle differential 300.

[0092] Furthermore, by controlling the first synchronizer 411 to engage with the active gear gear 811 in different gear gear pairs 81, the power jointly transmitted to the first synchronizer 411 by the engine 200 and the drive motor 40 can be transmitted to the front axle differential 11 at different speeds. By controlling the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, the power jointly transmitted to the fourth shaft 50 by the engine 200 and the drive motor 40 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing gear adjustment of the vehicle in the four-wheel drive mode of the engine 200 and the drive motor 40.

[0093] According to some embodiments of the present application, in combination with Figure 2, the front axle differential 11, the first transmission gear 82, the second transmission gear 111, the third shaft 80, the gear gear pair 81 and the first synchronizer 411 can be eliminated. At this time, the vehicle's power system 1000 has three modes: rear-wheel drive by the engine 200, rear-wheel drive by the drive motor 40, and rear-wheel drive jointly by the engine 200 and the drive motor 40. By controlling the first planetary carrier 63 to selectively engage with the third clutch 123 and the brake 70, the power transmitted to the fourth shaft 50 can be transmitted to the rear axle differential 300 at different speeds, thereby realizing the gear adjustment of the vehicle in the three modes of rear-wheel drive by the engine 200, rear-wheel drive by the drive motor 40, and rear-wheel drive jointly by the engine 200 and the drive motor 40.

[0094] According to other embodiments of the present application, in combination with what is shown in FIG3 , on the basis of eliminating the front axle differential 11, the first transmission gear 82, the second transmission gear 111, the third shaft 80, the gear gear pair 81 and the first synchronizer 411, the first planetary gear 60 can be replaced with a structure of the second synchronizer 13 and two gear gear pairs 81. The driven gears 812 in the two gear gear pairs 81 are connected through the first intermediate shaft 14, so that the two driven gear gears 812 can rotate synchronously. At this time, the power system 1000 of the vehicle has three modes: rear-wheel drive by the engine 200, rear-wheel drive by the drive motor 40, and rear-wheel drive jointly by the engine 200 and the drive motor 40. By controlling the second synchronizer 13 to selectively engage with multiple gear gear pairs 81, the power speed transmitted from the second shaft 41 to the fourth shaft 50 can be different, thereby realizing the gear adjustment of the vehicle in the three modes: rear-wheel drive by the engine 200, rear-wheel drive by the drive motor 40, and rear-wheel drive jointly by the engine 200 and the drive motor 40.

[0095] In the embodiment of the present application, there are two gear gear pairs 81, wherein the active gear 811 in one of the gear gear pairs 81 is loosely mounted on the second shaft 41, and the active gear 811 in the other gear gear pair 81 is fixed to one end of the fourth shaft 50. When the second synchronizer 13 engages with the active gear gear 811 loosely mounted on the second shaft 41, the power on the drive motor 40 is decelerated through the two gear gear pairs 81 and then transmitted to the fourth shaft 50. At this time, the speed transmitted to the rear axle differential 300 is the first gear speed. When the second synchronizer 13 engages with the active gear gear 811 fixed on the fourth shaft 50, the second shaft 41 can drive the fourth shaft 50 to rotate synchronously. At this time, the speed transmitted to the rear axle differential 300 is the second gear speed.

[0096] According to some further embodiments of the present application, as shown in FIG4 , the front axle differential 11, the first transmission gear 82, the second transmission gear 111, the third shaft 80, the gear pair 81, and the first synchronizer 411 are eliminated, and the first planetary gear 60 is replaced with a second synchronizer 13 and two gear pairs 81. Furthermore, the number of second synchronizers 13 is increased, and multiple second synchronizers 13 are provided on the second intermediate shaft 15. At the same time, multiple gear pairs 81 are added. By selectively engaging multiple second synchronizers 13 with multiple gear pairs 81, the vehicle can achieve more gear adjustments in three modes: rear-wheel drive by the engine 200, rear-wheel drive by the drive motor 40, and rear-wheel drive by the engine 200 and the drive motor 40. In the embodiments of the present application, vehicles to which the power system 1000 can be applied include, but are not limited to, light trucks and heavy trucks.

[0097] According to further embodiments of the present application, as shown in FIG5 , the transmission 100 further includes a first intermediate gear 8111, a second intermediate gear 8113, and a third intermediate shaft 8112. The driving gear 811 is meshed with the first intermediate gear 8111, which is connected to the third intermediate shaft 8112. The driven gear 812 is meshed with the second intermediate gear 8113. Multiple second intermediate gears 8113 are disposed on the third intermediate shaft 8112 and, together with corresponding driven gears 812, form multiple pairs of gear pairs 81. Each pair of gear pairs 81 has a different transmission ratio. The first synchronizer 411 is disposed on the third intermediate shaft 8112 and selectively engages with the multiple second intermediate gears 8113. This configuration enables the vehicle to adjust to more gears in front-wheel drive mode. In the embodiments of the present application, the increased number of gears can improve the structural stability and rigidity of the transmission 100, increase the vehicle's load-bearing capacity, and extend the service life of the transmission 100.

[0098] In an embodiment of the present application, when the power system 1000 is in the front-wheel drive mode of the engine 200, the first clutch 121 is engaged, and the output power of the engine 200 is transmitted along the path of the engine crankshaft-first clutch 121-first shaft 20-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-first transmission gear 82-second transmission gear 111-front axle differential 11. By controlling the first synchronizer 411 to selectively engage with multiple gear pairs 81, the power speed transmitted from the engine 200 to the front axle differential 11 can be different, thereby realizing the gear adjustment of the vehicle in the front-wheel drive mode of the generator 30.

[0099] In an embodiment of the present application, when the power system 1000 is in the front-wheel drive mode of the generator 30, the first clutch 121 is not engaged, and the output power of the generator 30 is transmitted along the path of the second sun gear 91-second planetary gear 92-second planetary carrier 93-first shaft 20-first synchronizer 411-active gear gear 811-driven gear gear 812-third shaft 80-first transmission gear 82-second transmission gear 111-front axle differential 11. By controlling the first synchronizer 411 to selectively engage with multiple gear pairs 81, the power speed transmitted from the generator 30 to the front axle differential 11 can be different, thereby realizing the gear adjustment of the vehicle in the front-wheel drive mode of the generator 30.

[0100] In the embodiment of the present application, when the power system 1000 is in the generator 30 generation mode, the first clutch 121 is engaged, and the output power of the engine 200 is transmitted along the path of the engine crankshaft - first clutch 121 - first shaft 20 - second planetary carrier 93 - second planetary gear 92 - second sun gear 91 - generator 30. This allows the output power of the engine 200 to drive the generator 30, enabling the generator 30 to generate electricity normally and power the electronic devices in the vehicle. It should also be noted that when the vehicle power demand is high, the power of the engine 200 is fully used to drive the vehicle to ensure the vehicle's dynamic performance under this operating condition. When the vehicle power demand is low, part of the power of the engine 200 can be used to drive the generator 30 to generate electricity, allowing the engine 200 to operate in the high-efficiency range, thereby improving the economic efficiency of the power system 1000.

[0101] In the embodiment of the present application, when the power system 1000 is in the front-wheel drive mode of the engine 200 and the generator 30, the first clutch 121 is engaged, and the output power of the engine 200 is transmitted along the path of the engine crankshaft-the first clutch 121-the first shaft 20-the first synchronizer 411-the driving gear 811-the driven gear 812-the third shaft 80-the first transmission gear 82-the second transmission gear 111-the front axle differential 11, and the output power of the generator 30 is transmitted along the path of the second sun gear 91-the second planetary gear 92 -The path transmission of the second planetary carrier 93-first shaft 20-first synchronizer 411-driving gear 811-driven gear 812-third shaft 80-first transmission gear 82-second transmission gear 111-front axle differential 11. By controlling the first synchronizer 411 to selectively engage with multiple gear pairs 81, the power speeds transmitted to the front axle differential 11 by the engine 200 and the generator 30 can be made different, thereby realizing the gear adjustment of the vehicle in the front-wheel drive mode of the engine 200 and the generator 30.

[0102] The vehicle 2000 according to the embodiment of the third aspect of the present application includes a power system 1000 according to any embodiment of the above-mentioned second aspect of the present application, as shown in Figure 24.

[0103] According to the vehicle 2000 of the present application, by adopting the above-mentioned power system 1000, the carrying capacity of the vehicle 2000 is improved, the driving modes of the vehicle 2000 are increased, and the power and economy of the vehicle 2000 under different working conditions are improved.

[0104] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "circumferential", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0105] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0106] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A transmission (100) for a vehicle, characterized in that: include: A first shaft (20), the first shaft (20) being arranged along the front-rear direction of the vehicle, the first shaft (20) being connected to the engine (200), the generator (30) and the front axle differential (11); and A second shaft (41), the second shaft (41) being arranged along the front-rear direction of the vehicle, the second shaft (41) being connected to the drive motor (40), the front axle differential (11) and the rear axle differential (300); The first shaft (20) and the second shaft (41) are connected via a first clutch (121).

2. The transmission (100) for a vehicle according to claim 1, characterized in that: The invention also includes a third shaft (80), a first synchronizer (411) is arranged on the second shaft (41), the first synchronizer (411) is located between the first clutch (121) and the drive motor (40), a plurality of active gears (811) are arranged on the second shaft (41), the third shaft (80) is connected to the front axle differential (11) and is provided with a plurality of driven gears (812), the plurality of active gears (811) and the plurality of driven gears (812) are meshed one by one with each other to form a plurality of gear pairs (81), and the first synchronizer (411) is selectively engaged with one of the plurality of active gears (811).

3. The transmission (100) for a vehicle according to claim 2, characterized in that: There are two active gears (811), which are arranged at intervals and are loosely sleeved on the second shaft (41), and the first synchronizer (411) is arranged between the two active gears (811).

4. The transmission (100) for a vehicle according to claim 2 or 3, characterized in that: The plurality of driven gears (812) are arranged at one end of the third shaft (80), the other end of the third shaft (80) is provided with a first transmission gear (82), the front axle differential (11) is provided with a second transmission gear (111), and the first transmission gear (82) is in transmission meshing engagement with the second transmission gear (111).

5. The transmission (100) for a vehicle according to claim 4, characterized in that: The first transmission gear (82) and the second transmission gear (111) are both bevel gears.

6. The transmission (100) for a vehicle according to any one of claims 1 to 5, characterized in that: The vehicle further comprises a fourth shaft (50), the fourth shaft (50) being arranged along the front-rear direction of the vehicle, the fourth shaft (50) being connected to the rear axle differential (300), and the second shaft (41) being connected to the fourth shaft (50) via a second clutch (122) so as to be connected to the rear axle differential (300).

7. The transmission (100) for a vehicle according to claim 6, characterized in that: The central axes of the fourth shaft (50) and the second shaft (41) coincide with each other.

8. The transmission (100) for a vehicle according to claim 6 or 7, characterized in that: The invention also includes a first planetary gear (60), wherein the first planetary gear (60) includes a first sun gear (61), a first planetary gear (62), a first planetary carrier (63) and a first ring gear (64). The fourth shaft (50) comprises a first sub-shaft (51) and a second sub-shaft (52), one end of the first sub-shaft (51) is connected to the second clutch (122), the other end of the first sub-shaft (51) is connected to the first sun gear (61), a third clutch (123) is loosely mounted on the first sub-shaft (51), the first planet carrier (63) is selectively engaged with the third clutch (123), the first planet gear (62) is arranged on the first planet carrier (63) and meshed between the first ring gear (64) and the first sun gear (61), the first ring gear (64) is connected to the second sub-shaft (52), and the second sub-shaft (52) is connected to the rear axle differential (300).

9. The transmission (100) for a vehicle according to claim 8, characterized in that: A brake (70) is also included, and the first planet carrier (63) is selectively engaged with the brake (70).

10. The transmission (100) for a vehicle according to any one of claims 1 to 9, characterized in that: The transmission also includes a second planetary gear (90), wherein the second planetary gear (90) includes a second sun gear (91), a second planetary gear (92), a second planetary carrier (93) and a second ring gear (94), wherein the second sun gear (91) is loosely mounted on the first shaft (20), the second ring gear (94) is suitable for being fixed on a housing (10) of the transmission (100), the second planetary gear (92) is arranged on the second planetary carrier (93) and meshed between the second sun gear (91) and the second ring gear (94), and the second planetary carrier (93) is connected to the first shaft (20).

11. The vehicle transmission (100) according to any one of claims 1 to 10, characterized in that: The central axes of the first shaft (20) and the second shaft (41) coincide with each other.

12. A power system (1000) for a vehicle, characterized in that: include: A transmission (100) for a vehicle according to any one of claims 1-11.

13. A vehicle (2000), characterized in that: include: A power system (1000) for a vehicle according to claim 12.

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