Transmission and hybrid vehicle

Abstract

The present disclosure relates to the technical field of automotive parts, and provides a transmission and a hybrid vehicle. The transmission comprises a first transmission mechanism (1), a second transmission mechanism (2), an output shaft (3), a shift component (4), and a first gear (5). The first transmission mechanism (1) comprises a second gear (11) and a third gear (12) which are engaged with each other. The second transmission mechanism (2) comprises a fourth gear (21) and a fifth gear (22) which are engaged with each other. The second gear (11) and the fourth gear (21) are connected to an engine (100). The shift component (4) is used for transmittingly connecting the third gear (12) or the fifth gear (22) to the output shaft (3). The first gear (5) is connected to a first motor (300) and is engaged with the second gear (11) or the fourth gear (21).

Description

Transmissions and hybrid vehicles

[0001] This disclosure claims priority to Chinese patent application No. 202410515569.5, filed on April 26, 2024, entitled "Transmission and Hybrid Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of automotive parts technology, and in particular to a transmission and a hybrid vehicle. Background Technology

[0003] With technological advancements, new energy vehicles have entered the automotive field and gained popularity among consumers, resulting in rapid sales growth in recent years. Hybrid electric vehicles, a type of new energy vehicle, utilize both an engine and an electric motor as power sources, achieving a drive mode that can operate on both gasoline and electric power, thus combining power and economy, and gradually gaining consumer acceptance.

[0004] As a crucial component of a vehicle, the transmission affects the overall cost and efficiency. However, among related technologies, the transmissions in hybrid vehicles have a more complex structure, resulting in higher costs.

[0005] Summary of the Invention

[0006] This disclosure provides a transmission and a vehicle that can solve the technical problems existing in the related art. The technical solutions of the transmission and the vehicle are as follows.

[0007] In a first aspect, this disclosure provides a transmission. The transmission includes a first transmission mechanism, a second transmission mechanism, an output shaft, shifting components, and a first gear;

[0008] The first transmission mechanism includes a meshing second gear and a third gear, wherein the second gear is connected to the engine drive.

[0009] The second transmission mechanism includes a meshing fourth gear and a fifth gear, the fourth gear being connected to the engine for transmission, and the transmission ratio of the second transmission mechanism is different from that of the first transmission mechanism;

[0010] The output shaft is connected to the wheel drive;

[0011] The shifting component is located between the third gear and the fifth gear and is connected to the output shaft. The transmission has a first gear and a second gear. In the first gear, the shifting component is connected to the third gear. In the second gear, the shifting component is connected to the fifth gear. The shifting component has a synchronizer.

[0012] The first gear is connected to the first motor for transmission, and the first gear meshes with the second gear or the fourth gear.

[0013] In one possible implementation, the transmission ratio of the first transmission mechanism is smaller than the transmission ratio of the second transmission mechanism;

[0014] The second gear is connected to the first motor drive.

[0015] In one possible implementation, the transmission ratio of the first speed change mechanism is 0.5-0.8.

[0016] In one possible implementation, the transmission ratio of the second speed change mechanism is 1.5-2.

[0017] In one possible implementation, the transmission further has a third gear, in which the shifting component is not connected to either the third gear or the fifth gear.

[0018] In one possible implementation, the transmission further includes a first reduction mechanism;

[0019] The first reduction mechanism includes a meshing sixth gear and a seventh gear. The sixth gear is driven by the second motor, and the seventh gear is driven by the output shaft.

[0020] In one possible implementation, the transmission further includes a second reduction mechanism;

[0021] The second reduction mechanism includes an eighth gear and a ninth gear that mesh, the eighth gear being drivenly connected to the output shaft and the ninth gear being drivenly connected to the wheel.

[0022] In a second aspect, this disclosure also provides a hybrid vehicle. The hybrid vehicle includes a transmission, engine, wheels, and a first electric motor as described in any of the first aspects;

[0023] The engine is connected to the second and fourth gears of the transmission.

[0024] The wheel is connected to the output shaft of the transmission.

[0025] The first motor is connected to the first gear of the transmission.

[0026] In one possible implementation, the hybrid vehicle has an engine-driven mode and a charging mode;

[0027] In the engine drive mode, the engine drives the wheels via the first transmission mechanism or the second transmission mechanism and the output shaft;

[0028] In the charging mode, the engine drives the first motor to rotate via the second gear or the fourth gear and the first gear.

[0029] In one possible implementation, the hybrid vehicle further includes a second motor, which is drive-connected to the output shaft;

[0030] The hybrid vehicle also has a pure electric drive mode, a first hybrid drive mode, and a second hybrid drive mode.

[0031] In the pure electric drive mode, the second motor drives the wheels through the output shaft;

[0032] In the first hybrid drive mode, the second motor and the engine jointly drive the wheels;

[0033] In the second hybrid drive mode, the engine, the first motor, and the second motor jointly drive the wheels.

[0034] The technical solution provided in this disclosure includes at least the following beneficial effects:

[0035] This disclosure provides a transmission in which a first motor is connected to a first gear, and the first gear meshes with a second gear of a first transmission mechanism or a fourth gear of a second transmission mechanism, thereby realizing the power transmission from the first motor, the first gear, the transmission mechanism (first transmission mechanism or second transmission mechanism) to the output shaft. In this way, there is no need to specifically set up a pair of meshing gears between the first motor and the output shaft to achieve the transmission connection, thus simplifying the structure of the transmission.

[0036] Furthermore, the first transmission mechanism includes a second gear and a third gear to transmit power between the engine and the wheels, while the second transmission mechanism includes a fourth gear and a fifth gear to transmit power between the engine and the wheels. Since both the first and second transmission mechanisms employ a parallel-shaft gear structure, their structures are relatively simple, further simplifying the transmission's overall design.

[0037] Furthermore, because the shifting mechanism includes a synchronizer, which relies on friction with the third or fifth gear to synchronize its speed, the shifting mechanism can smoothly switch gears. Therefore, a clutch is not needed for gear shifting, nor is a hydraulic system required, further reducing the complexity and cost of the transmission.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. In the drawings:

[0040] Figure 1 is a schematic diagram of the structure of a transmission according to an embodiment of the present disclosure;

[0041] Figure 2 is a schematic diagram of power transmission in a starting drive mode according to an embodiment of the present disclosure;

[0042] Figure 3 is a schematic diagram of power transmission in a starting drive mode according to an embodiment of the present disclosure;

[0043] Figure 4 is a schematic diagram of power transmission in a charging mode according to an embodiment of the present disclosure;

[0044] Figure 5 is a schematic diagram of power transmission in a pure electric drive according to an embodiment of this disclosure;

[0045] Figure 6 is a schematic diagram of power transmission in a first hybrid drive mode according to an embodiment of the present disclosure;

[0046] Figure 7 is a schematic diagram of power transmission in a second hybrid drive mode according to an embodiment of the present disclosure.

[0047] Legend: 1. First gear transmission mechanism, 11. Second gear, 12. Second gear; 2. Second gear transmission mechanism, 21. Fourth gear, 22. Fifth gear; 3. Output shaft; 4. Shifting component; 5. First gear; 6. First reduction mechanism, 61. Sixth gear, 62. Seventh gear; 7. Second reduction mechanism, 71. Eighth gear, 72. Ninth gear; 100. Engine; 200. Wheel; 300. First motor; 400. Second motor; 500. Differential.

[0048] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be further described in detail below with reference to the accompanying drawings.

[0050] The terminology used in the embodiments of this disclosure is for illustrative purposes only and is not intended to limit the disclosure. Unless otherwise defined, the technical or scientific terms used herein should be understood in their ordinary sense by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “a” or “one,” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising,” “including,” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected,” “linked,” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0051] With technological advancements, new energy vehicles have entered the automotive field and gained popularity among consumers, resulting in rapid sales growth in recent years. Hybrid electric vehicles, a type of new energy vehicle, use both an engine and an electric motor as power sources, enabling them to operate on both gasoline and electric power, thus combining power and economy, and gradually gaining consumer acceptance.

[0052] As a crucial component of a vehicle, the transmission affects the overall cost and efficiency. However, among related technologies, the transmissions in hybrid vehicles have a more complex structure, resulting in higher costs.

[0053] In view of the above-mentioned technical problems, this disclosure provides a transmission. As shown in FIG1, the transmission includes a first transmission mechanism 1, a second transmission mechanism 2, an output shaft 3, a shifting component 4, and a first gear 5. The first transmission mechanism 1 includes a meshing second gear 11 and a third gear 12, the second gear 11 being driven through an engine 100. The second transmission mechanism 2 includes a meshing fourth gear 21 and a fifth gear 22, the fourth gear 21 being driven through an engine 100. The transmission ratio of the second transmission mechanism 2 is different from that of the first transmission mechanism 1. The output shaft 3 is driven through a wheel 200. The shifting component 4 is located between the third gear 12 and the fifth gear 22 and is connected to the output shaft 3. The transmission has a first gear and a second gear. As shown in FIG2, in the first gear, the shifting component 4 is connected to the third gear 12. As shown in FIG3, in the second gear, the shifting component 4 is connected to the fifth gear 22. The shifting component 4 includes a synchronizer. The first gear 5 is connected to the first motor 300, and the first gear 5 meshes with the second gear 11 or the fourth gear 21.

[0054] The third gear 12 and the fifth gear 22 are rotatably connected to the output shaft 3 via bearings. When the engine 100 rotates, the second gear 11 drives the third gear 12 to rotate, and the fourth gear 21 drives the fifth gear 22 to rotate. If the shifting component 4 is neither connected to the third gear 12 nor the fifth gear 22, the engine 100 cannot drive the output shaft 3 to rotate via either the third gear 12 or the fifth gear 22, and the transmission is in neutral. That is, the transmission also has a third gear, in which the shifting component 4 is not connected to either the third gear 12 or the fifth gear 22.

[0055] The shifting component 4 has a motor, which drives the shifting component 4 to slide onto the output shaft 3. After the shifting component 4 is connected to the third gear 12 or the fifth gear 22, the third gear 12 or the fifth gear 22 can drive the output shaft 3 to rotate through the shifting component 4. When the transmission shifts from the first gear to the second gear, the shifting component 4 disengages from the third gear 12 and slides to the fifth gear 22. After the shifting component 4 engages with the fifth gear 22, there is a large frictional force between the synchronizer in the shifting component 4 and the fifth gear 22. Therefore, the synchronizer can achieve the same rotational speed as the fifth gear 22 by relying on friction, thus making the entire shifting component 4 rotate at the same speed as the fifth gear 22. This allows the shifting component 4 to smoothly engage with the fifth gear 22, thereby transmitting the power of the fifth gear 22 to the output shaft 3 through the shifting component 4. The principle when the transmission shifts from the second gear to the first gear is the same as described above, and will not be repeated here.

[0056] The first gear 5 can be interference-fitted with the shaft of the first motor 300, or connected by a key, thereby realizing the transmission connection with the first motor 300.

[0057] The technical solution provided in this disclosure achieves power transmission between the first motor 300 and the output shaft 3 by connecting the first motor 300 to the first gear 5 and meshing the first gear 5 with the second gear 11 or the fourth gear 21. This eliminates the need for a separate pair of gears between the first motor 300 and the output shaft 3, thus simplifying the structure of the transmission.

[0058] Furthermore, the first transmission mechanism 1 includes a second gear 11 and a third gear 12 to achieve power transmission along one route between the engine 100 and the wheels 200. The second transmission mechanism 2 includes a fourth gear 21 and a fifth gear 22 to achieve power transmission along another route between the engine 100 and the wheels 200. Since both the first transmission mechanism 1 and the second transmission mechanism 2 employ parallel shaft gear structures, their structures are relatively simple, further simplifying the transmission's structure. Therefore, the transmission has a relatively simple structure and lower cost.

[0059] Furthermore, in related transmissions, a clutch is required for gear shifting. The clutch disconnects power between the engine and the transmission, causing the rotational speeds of the gears and shafts to reach zero, thus enabling the shifting components to switch gears. In this embodiment, because the shifting component 4 has a synchronizer, it can synchronize its rotational speed with the third gear 12 or the fifth gear 22, thereby achieving gear shifting. Therefore, a clutch is not required for gear shifting, nor is a hydraulic system necessary, further reducing the complexity and cost of the transmission.

[0060] In some examples, as shown in Figure 1, the transmission ratio of the first transmission mechanism 1 is less than that of the second transmission mechanism 2, and the second gear 11 is connected to the first motor 300 for transmission.

[0061] Because the transmission ratio of the first transmission mechanism 1 is smaller than that of the second transmission mechanism 2, when the engine 100 rotates at the same speed, the output speed of the first transmission mechanism 1 is greater than that of the second transmission mechanism 2. Therefore, the first transmission mechanism 1 is more suitable for driving the output shaft 3 at high vehicle speeds. However, when the vehicle speed is higher, the first motor 300 also participates in driving the output shaft 3. Therefore, in some examples, the first gear 5 meshes with the third gear 12, which is more beneficial for high-speed vehicle operation.

[0062] If the first gear 5 is engaged with the fourth gear 21, when the vehicle is traveling at a higher speed and the first motor 300 needs to be involved, the shifting component 4 must first be disengaged from the third gear 12 before being connected to the fifth gear 22. This not only increases the complexity of the transmission operation but also hinders the increase of the output shaft 3's rotational speed.

[0063] In some examples, the transmission has high and low gears. As shown in Figure 2, in high gear, the shift member 4 is connected to the third gear 12. As shown in Figure 3, in low gear, the shift member 4 is connected to the fifth gear 22. When the vehicle is starting or in congested traffic, the vehicle speed is low, and the transmission can use a low gear. When the vehicle is running smoothly or on a clear road, the vehicle speed is high, and the transmission can use a high gear.

[0064] In some examples, the gear ratio of the first transmission mechanism 1 is 0.5-0.8. This allows the output shaft 3 to rotate at a speed greater than that of the engine 100. Thus, when the engine 100 rotates at a lower speed, the wheels 200 can also rotate at a higher speed, thereby improving the vehicle's fuel efficiency.

[0065] In some examples, the gear ratio of the second transmission mechanism 2 is 1.5-2. This makes the output shaft 3 rotate at a lower speed than the engine 100. In this way, when the engine 100 rotates at a higher speed, the wheels 200 can maintain a lower speed, which is beneficial for the vehicle to drive in congested traffic and other similar conditions.

[0066] In some examples, as shown in Figure 1, the transmission also includes a first reduction mechanism 6. The first reduction mechanism 6 includes a meshing sixth gear 61 and a seventh gear 62, with the sixth gear 61 being driven by the second motor 400 and the seventh gear 62 being driven by the output shaft 3.

[0067] The seventh gear 62 can be fixedly connected to the output shaft 3 by means of interference fit or other methods. When the shaft of the second motor 400 rotates, it can directly drive the output shaft 3 to rotate through the sixth gear 61 and the seventh gear 62. The first reduction mechanism 6 can realize speed reduction and torque increase between the second motor 400 and the output shaft 3, so that the seventh gear 62 has enough torque to drive the output shaft 3 to rotate.

[0068] In some examples, as shown in Figure 1, the transmission also includes a second reduction mechanism 7. The second reduction mechanism 7 includes an eighth gear 71 and a ninth gear 72 that mesh, with the eighth gear 71 drivingly connected to the output shaft 3 and the ninth gear 72 drivingly connected to the wheel 200. The second reduction mechanism 7 enables speed reduction and torque increase between the output shaft 3 and the wheel 200.

[0069] This disclosure also provides a hybrid vehicle, as shown in FIG1, which includes the aforementioned transmission, engine 100, wheels 200, and first motor 300. The hybrid vehicle is an automatic transmission vehicle.

[0070] The technical solution provided in this disclosure provides a relatively simple structure for the first transmission mechanism 1 and the second transmission mechanism 2 in the transmission of a hybrid vehicle. Furthermore, the first motor 300 directly meshes with the second gear 11 or the fourth gear 21 via the first gear 5, eliminating the need for a separate pair of gears between the first motor 300 and the output shaft 3 for transmission connection, thus simplifying the transmission structure. Because of the simpler transmission structure, the transmission cost is lower, consequently reducing the cost of the hybrid vehicle.

[0071] In some examples, as shown in Figure 1, the hybrid vehicle also has a differential 500, which is drivenly connected to a second reduction gear 7 and to two wheels 200, so that the two wheels 200 rotate at different speeds when the vehicle is turning.

[0072] The hybrid vehicle provided in this disclosure can realize multiple driving modes. The different driving modes of the hybrid vehicle are described below by way of example.

[0073] In some examples, hybrid vehicles have both engine-driven and charging modes.

[0074] As shown in Figures 2 and 3, in engine-driven mode, the engine 100 drives the wheels 200 via the first transmission mechanism 1 or the second transmission mechanism 2 and the output shaft 3. Engine-driven mode is suitable for situations where the vehicle is traveling at high speeds or when the vehicle battery is low.

[0075] As shown in Figure 3, when the engine 100 is driven in low gear, the shifting component 4 is connected to the fifth gear 22, and the engine 100 drives the wheels 200 in sequence through the fifth gear 22, the shifting component 4, the output shaft 3, the second reduction mechanism 7 and the differential 500.

[0076] As shown in Figure 2, when the engine 100 is in high gear, the shifting component 4 is connected to the third gear 12, and the engine 100 drives the wheels 200 in sequence through the third gear 12, the shifting component 4, the output shaft 3, the second reduction mechanism 7 and the differential 500.

[0077] As shown in Figure 4, in charging mode, the engine 100 drives the first motor 300 to rotate, thereby generating electricity. Additionally, the transmission is in neutral at this time; that is, the shifting component 4 is neither connected to the third gear 12 nor the fifth gear 22, and the vehicle is stationary. In this state, the first motor 300 functions as a generator, converting the mechanical energy transmitted by the engine 100 into electrical energy to charge the vehicle's battery.

[0078] In some examples, as shown in Figures 5 and 6, the hybrid vehicle also includes a second motor 400, which is drivenly connected to the output shaft 3. The hybrid vehicle also has a pure electric drive mode, a first hybrid drive mode, and a second hybrid drive mode.

[0079] As shown in Figure 5, in pure electric drive mode, the second motor 400 drives the wheels 200 to rotate via the output shaft 3. Specifically, the second motor 400 drives the wheels 200 sequentially through the first reduction mechanism 6, the output shaft 3, the second reduction mechanism 7, and the differential 500. At this time, the engine 100 is not operating, and the shifting component 4 is neither connected to the third gear 12 nor to the fifth gear 22. Furthermore, the second motor 400 rotates in opposite directions when the vehicle moves forward and backward. If the second motor 400 rotates clockwise when the vehicle moves forward, it rotates counterclockwise when the vehicle moves backward.

[0080] The pure electric drive mode is suitable for low-speed driving when the vehicle battery has sufficient charge. Because the second motor 400 has a fast response speed and high torque at low speeds, the pure electric drive mode can avoid the energy loss caused by the engine 100's frequent start-stop, thereby reducing fuel consumption and improving fuel efficiency.

[0081] As shown in Figure 6, in the first hybrid drive mode, the second motor 400 and the engine 100 jointly drive the wheels 200. At this time, the shifting component 4 can connect to the third gear 12, putting the transmission in a high gear. It can also connect to the fifth gear 22, putting the vehicle in a low gear. Specifically, the gear selection needs to be based on the actual vehicle speed.

[0082] With a full tank of fuel and a fully charged battery, the car will prioritize pure electric drive mode. Once the vehicle reaches a higher speed, the engine 100 will start and engage. Alternatively, during acceleration, the engine 100 will contribute power to ensure sufficient drive for the wheels 200. Simultaneously, to maintain a relatively economical engine speed, the second electric motor 400 will also operate. This allows the vehicle to have significant power while maintaining low fuel consumption.

[0083] As shown in Figure 7, in the second hybrid drive mode, the engine 100, the first motor 300, and the second motor 400 jointly drive the wheels 200. The second hybrid mode is suitable for high-speed vehicle operation; therefore, under normal circumstances, the first motor 300 is connected to the second gear 11 via the first gear 5. The first motor 300 drives the wheels 200 sequentially through the first gear 5, the second gear 11, the shifting component 4, the output shaft 3, the second reduction mechanism 7, and the differential 500.

[0084] As the vehicle's speed increases further, to avoid excessive fuel consumption due to excessively high engine speeds (100 rpm), the first electric motor (300) begins to provide power. With the combined action of the engine (100), the first electric motor (300), and the second electric motor (400), the output shaft (3) achieves a higher rotational speed, thus further increasing the vehicle's speed. Simultaneously, because the first electric motor (300) also contributes to power delivery, the engine (100) can maintain a relatively economical speed even at higher vehicle speeds. This achieves both greater vehicle power and lower fuel consumption.

[0085] In summary, with a full tank of fuel and a fully charged battery, the vehicle starts in pure electric drive mode due to the low initial speed, with all power provided by the second motor 400. As the vehicle reaches higher speeds, the engine 100 engages, switching the vehicle to a first hybrid drive mode, where power is provided jointly by the engine 100 and the second motor 400. When the vehicle accelerates further, the first motor 300 engages, switching the vehicle to a second hybrid drive mode, where power is provided jointly by the engine 100, the first motor 300, and the second motor 400.

[0086] It should be noted that the vehicle's different modes can be switched manually by the driver or automatically controlled by the vehicle's on-board computer.

[0087] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A transmission, characterized in that, The transmission includes a first transmission mechanism (1), a second transmission mechanism (2), an output shaft (3), a shifting component (4), and a first gear (5); The first transmission mechanism (1) includes a meshing second gear (11) and a third gear (12), and the second gear (11) is connected to the engine (100) in a transmission connection; The second transmission mechanism (2) includes a meshing fourth gear (21) and a fifth gear (22), the fourth gear (21) being connected to the engine (100) in a transmission, and the transmission ratio of the second transmission mechanism (2) being different from that of the first transmission mechanism (1). The output shaft (3) is connected to the wheel (200) via a transmission. The shifting component (4) is located between the third gear (12) and the fifth gear (22) and is connected to the output shaft (3). The transmission has a first gear and a second gear. In the first gear, the shifting component (4) is connected to the third gear (12). In the second gear, the shifting component (4) is connected to the fifth gear (22). The shifting component (4) has a synchronizer. The first gear (5) is connected to the first motor (300) for transmission, and the first gear (5) meshes with the second gear (11) or the fourth gear (21).

2. The transmission according to claim 1, characterized in that, The transmission ratio of the first transmission mechanism (1) is less than the transmission ratio of the second transmission mechanism (2); The second gear (11) is connected to the first motor (300) in a transmission connection.

3. The transmission according to claim 2, characterized in that, The transmission ratio of the first speed change mechanism (1) is 0.5-0.

8.

4. The transmission according to claim 2, characterized in that, The transmission ratio of the second speed change mechanism (2) is 1.5-2.

5. The transmission according to claim 2, characterized in that, The transmission also has a third gear, in which the shifting component (4) is not connected to the third gear (12) or the fifth gear (22).

6. The transmission according to any one of claims 1-5, characterized in that, The transmission also includes a first reduction mechanism (6); The first reduction mechanism (6) includes a meshing sixth gear (61) and a seventh gear (62). The sixth gear (61) is connected to the second motor (400) and the seventh gear (62) is connected to the output shaft (3).

7. The transmission according to claim 6, characterized in that, The transmission also includes a second reduction mechanism (7); The second reduction mechanism (7) includes an eighth gear (71) and a ninth gear (72) that mesh. The eighth gear (71) is connected to the output shaft (3) and the ninth gear (72) is connected to the wheel (200).

8. A hybrid vehicle, characterized in that, The hybrid vehicle includes a transmission, an engine (100), wheels (200), and a first electric motor (300) as described in any one of claims 1-7; The engine (100) is connected to the second gear (11) and the fourth gear (21) of the transmission. The wheel (200) is connected to the output shaft (3) of the transmission. The first motor (300) is connected to the first gear (5) of the transmission.

9. The hybrid vehicle according to claim 8, characterized in that, The hybrid vehicle has an engine-driven mode and a charging mode; In the engine drive mode, the engine (100) drives the wheel (200) through the first transmission mechanism (1) or the second transmission mechanism (2) and the output shaft (3); In the charging mode, the engine (100) drives the first motor (300) to rotate via the second gear (11) or the fourth gear (21) and the first gear (5).

10. The hybrid vehicle according to claim 8, characterized in that, The hybrid vehicle also includes a second motor (400), which is connected to the output shaft (3) via a transmission connection. The hybrid vehicle also has a pure electric drive mode, a first hybrid drive mode, and a second hybrid drive mode. In the pure electric drive mode, the second motor (400) drives the wheel (200) through the output shaft (3); In the first hybrid drive mode, the second motor (400) and the engine (100) jointly drive the wheel (200); In the second hybrid drive mode, the engine (100), the first motor (300) and the second motor (400) jointly drive the wheel (200).

Images