CN217271712U - Gearbox and power device - Google Patents

Abstract

The utility model provides a gearbox and a power device, the gearbox of the utility model comprises a motor, an input shaft, a first gear set, a second gear set, a third gear set, a first intermediate shaft and a second intermediate shaft; the input shaft is in transmission connection with the first intermediate shaft through a first gear set and a second gear set respectively; a third gear set is arranged on the second intermediate shaft and is in transmission connection with the first gear set; the motor is in transmission connection with the second intermediate shaft or the third gear set through a power transmission device. The gearbox of the utility model can realize that the power received by the input shaft is transmitted to the first intermediate shaft through the first gear set or the second gear set; or the power of the motor can be transmitted to the first intermediate shaft through the second intermediate shaft, the third gear set and the first gear set, so that the gear shifting and the vehicle speed adjustment are facilitated, a plurality of different gear modes can be realized, the structure is compact, the length is short, and the whole vehicle arrangement is facilitated.

Description

Gearbox and power device

Technical Field

The utility model relates to the technical field of vehicles, in particular to gearbox. And simultaneously, the utility model discloses still relate to an use power device who has this gearbox.

Background

The transmission is a mechanism for changing the rotational speed and torque from the engine, which can change the transmission ratio of the output shaft and the input shaft by fixing or stepping, and is also called a transmission. A hybrid transmission is a type of transmission that can couple the power of an engine and a driving motor together in a certain manner and can perform the functions of speed change and torque change.

The existing hybrid transmission box is long in overall structure, cannot meet the requirement for transverse arrangement of the hybrid transmission box, and is difficult to arrange in the whole vehicle. In addition, the existing transmission structure has poor off-road performance and cannot well meet the use requirement. In addition, the power shaft of the transmission has more integrated gears and a complex structure. For a multi-gear transmission, power transmission needs to pass through multiple groups of gears, so that the efficiency of the transmission is reduced, and for a few-gear transmission, the power performance is poor, so that the performance requirement on the transmission cannot be met.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention is directed to a transmission to improve the performance thereof.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a gearbox comprises a motor, an input shaft, a first gear set, a second gear set, a third gear set, a first intermediate shaft and a second intermediate shaft;

the input shaft is in transmission connection with the first intermediate shaft through the first gear set and the second gear set respectively;

a third gear set is arranged on the second intermediate shaft and is in transmission connection with the first gear set;

the motor is in transmission connection with the second intermediate shaft or the third gear set through a power transmission device.

Further, the first gear set comprises a first driving wheel, a second driving wheel and a first synchronizer which are arranged on the input shaft, and a first driven wheel and a second driven wheel which are arranged on the first intermediate shaft; the first driving wheel is in transmission connection with the first driven wheel, and the second driving wheel is in transmission connection with the second driven wheel; the first synchronizer is used for being selectively connected with the first driving wheel or the second driving wheel.

Further, the third gear set comprises a seventh driving wheel, an eighth driving wheel and a third synchronizer which are arranged on the second intermediate shaft; the third synchronizer is used for being selectively connected with the seventh driving wheel or the eighth driving wheel; the seventh driving wheel is in transmission connection with the first driven wheel, and the eighth driving wheel is in transmission connection with the second driven wheel.

Furthermore, the second gear set comprises a third driving wheel and a fourth driving wheel which are arranged on the input shaft, and a third driven wheel, a fourth driven wheel and a second synchronizer which are arranged on the first intermediate shaft; the third driving wheel is in transmission connection with the third driven wheel, and the fourth driving wheel is in transmission connection with the fourth driven wheel; the second synchronizer is configured to selectively connect the third driven wheel or the fourth driven wheel.

Further, the transmission also comprises a third intermediate shaft and a fourth gear set; the third countershaft selectively connecting the first countershaft through the fourth gear set; a fifth driving wheel is arranged on the input shaft; and the fifth driving wheel is in transmission connection with the fourth gear set.

Further, the fourth gear set comprises a third intermediate wheel which is empty sleeved on the third intermediate shaft, and a fifth driven wheel and a fourth synchronizer which are arranged on the first intermediate shaft; the third intermediate wheel is in transmission connection with the fifth driven wheel; the third intermediate wheel is in transmission connection with the fifth driving wheel; the fourth synchronizer is adapted to selectively connect the fifth driven wheel.

Further, the power transmission device comprises a fourth intermediate shaft, a fourth intermediate wheel and a sixth driving wheel, wherein the fourth intermediate wheel and the sixth driving wheel are arranged on the fourth intermediate shaft; the sixth driving wheel is arranged on the power output shaft of the motor; a sixth driven wheel is arranged on the second intermediate shaft; and the fourth intermediate wheel is in transmission connection with the sixth driving wheel and the sixth driven wheel respectively.

The transmission also comprises a fifth intermediate shaft, a fifth gear set, a sixth gear set, a first control mechanism and an output shaft; the fifth intermediate shaft is in transmission connection with the first intermediate shaft; the fifth gear set and the sixth gear set are disposed on the fifth countershaft; the output shaft is provided with the first control mechanism, and the first control mechanism is selectively connected with the fifth gear set or the sixth gear set.

Further, the fifth gear set comprises a first gear disposed on the fifth countershaft; a second gear is arranged on the output shaft and is in transmission connection with the sixth gear set; the first control mechanism includes a fifth synchronizer for connecting the first gear or the second gear.

Further, the sixth gear set includes a planetary gear mechanism; a sun gear of the planetary gear mechanism is arranged on the fifth intermediate shaft; the gear ring or the planet carrier of the planetary gear mechanism is connected with the second gear; the fifth intermediate shaft and the output shaft are coaxially arranged.

Compared with the prior art, the utility model discloses following advantage has:

(1) the utility model discloses a gearbox can realize that the power that the input shaft was accepted transmits to first jackshaft through first gear train or second gear train; or, the power that can realize the motor passes through second jackshaft, third gear train, first gear train and transmits to first jackshaft to the variable speed of the gear of being convenient for and the adjustment of the speed of a motor vehicle have a plurality of different gear modes, and also can realize the hypervelocity gear mode, thereby can promote cross-country performance, its structure is comparatively compact, and length is shorter, and the whole car of being convenient for arranges.

(2) The first gear set comprises a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer, and the first driving wheel or the second driving wheel is selectively connected through the first synchronizer, so that the power of the input shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient.

(3) The third gear set comprises a seventh driving wheel, an eighth driving wheel and a third synchronizer, and the seventh driving wheel or the eighth driving wheel can be selectively connected through the third synchronizer, so that the power borne by the second intermediate shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient.

(4) The second gear set comprises a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer, the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, the transmission of the power of the input shaft to the first intermediate shaft is realized, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient.

(5) The third intermediate shaft is selectively connected with the first intermediate shaft through the fourth gear set, and the fifth driving wheel is arranged on the input shaft and is in transmission connection with the fourth gear set, so that power received by the input shaft can be transmitted to the first intermediate shaft through the fifth driving wheel and the fourth gear set conveniently.

(6) The fourth gear set comprises a third middle wheel, a fourth synchronizer and a fifth driven wheel, the fourth synchronizer is selectively connected with the fifth driven wheel, the power of the input shaft can be transmitted outwards through the fourth gear set, and therefore the reverse gear mode can be achieved conveniently.

(7) The fourth intermediate shaft and the fourth intermediate wheel are arranged, the fourth intermediate wheel is in transmission connection with the sixth driving wheel and the sixth driven wheel respectively, and power from the motor is transmitted to the second intermediate shaft conveniently through the sixth driving wheel, the fourth intermediate wheel and the sixth driven wheel. Meanwhile, the fourth intermediate shaft can also change the transmission ratio and improve the transmission efficiency, thereby improving the stability of power transmission.

(8) Through the arrangement positions of the fifth intermediate shaft, the fifth gear set, the sixth gear set, the first control mechanism and the output shaft and the arrangement positions of the fifth intermediate shaft, the first intermediate shaft and the output shaft, the length of the gearbox is shortened, and the gearbox is more compact in structure.

(9) The first gear, the second gear and the fifth synchronizer are arranged, so that the power which is convenient for the fifth intermediate shaft to bear can be directly transmitted to the output shaft, or the power which is convenient for the fifth intermediate shaft to bear is transmitted to the output shaft through the sixth gear set, the second gear and the fifth synchronizer.

(10) The sixth gear set comprises a planetary gear mechanism, a sun gear is arranged on the fifth intermediate shaft, a gear ring or a planet carrier of the planetary gear mechanism is connected with the second gear, and power borne by the fifth intermediate shaft is conveniently transmitted to an output shaft through the sun gear, the gear ring or the planet carrier and the second gear, so that the ultra-low speed gear mode is conveniently realized.

Another object of the present invention is to provide a power device, which includes the above mentioned transmission, and further includes an engine and a clutch;

the clutch is arranged between the power output end of the engine and the input shaft and used for controlling the on-off of power between the input shaft and the power output end of the engine.

The utility model discloses a power device is through locating the second control mechanism between the power take off end and the input shaft of engine to power break-make between the power take off end of control input shaft engine, and make the power of engine can transmit to the input shaft. And the power of the motor is transmitted to the first intermediate shaft through the second intermediate shaft, the third gear set and the first gear set. Therefore, multiple driving modes such as engine independent driving, motor independent driving, engine and motor common driving and the like can be realized, and multiple different gear modes can be realized conveniently.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a schematic structural diagram of a transmission case according to an embodiment of the present invention in an applied state;

FIG. 2 is a schematic diagram of a power transmission path of a transmission according to an embodiment of the present invention in a first gear mode when driven by an engine;

FIG. 3 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a second gear mode when driven by an engine;

FIG. 4 is a schematic diagram of a power transmission path of a transmission according to an embodiment of the present invention in a third gear mode when driven by an engine;

FIG. 5 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a fourth gear mode when driven by an engine;

fig. 6 is a schematic diagram of a power transmission route of a transmission according to an embodiment of the present invention in an ultra-low speed gear mode when the engine is driven;

FIG. 7 is a schematic diagram of a power transmission path of a transmission according to an embodiment of the present invention in a reverse mode when the engine is driven;

FIG. 8 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a first gear mode when the engine and the motor are driven together;

FIG. 9 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a second gear mode when the engine and the motor are driven together;

FIG. 10 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a third gear mode when the engine and the motor are driven together;

FIG. 11 is a schematic diagram of a transmission path of a transmission according to an embodiment of the present invention in a fourth gear mode when the engine and the motor are driven together;

fig. 12 is a schematic diagram of a power transmission route of a transmission according to an embodiment of the present invention in an ultra-low speed gear mode when an engine and a motor are driven together;

fig. 13 is a schematic diagram of a power transmission route of a transmission according to an embodiment of the present invention in a first gear mode when the motor is driven;

fig. 14 is a schematic diagram of a power transmission path of a transmission according to an embodiment of the present invention in a second gear mode when the motor is driven;

fig. 15 is a schematic diagram of a power transmission route of a transmission in an ultra-low speed gear mode when the motor is driven according to an embodiment of the present invention.

Description of the reference numerals:

1. a clutch;

2. an input shaft; 201. a first drive wheel; 202. a second drive wheel; 203. a third driving wheel; 204. a fourth driving wheel; 205. a first synchronizer; 206. a fifth driving wheel;

3. a first intermediate shaft; 301. a first driven wheel; 302. a second driven wheel; 303. a third driven wheel; 304. a fourth driven wheel; 305. a second synchronizer; 306. a ninth driving wheel; 307. a fifth driven wheel; 308. a fourth synchronizer;

4. a second intermediate shaft; 401. a seventh driving wheel; 402. an eighth driving wheel; 404. a sixth driven wheel; 405. a third synchronizer;

5. a fourth intermediate shaft; 501. a fourth intermediate wheel;

6. a fifth intermediate shaft; 601. a ninth driven wheel; 602. a sun gear; 603. a planet wheel; 604. a planet carrier; 605. a first gear; 606. a ring gear;

7. a third intermediate shaft; 701. a third intermediate wheel;

801. a sixth driving wheel;

9. an output shaft; 901. a second gear; 902. a fifth synchronizer;

10. a motor; 20. an engine; 30. a differential gear.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection can be fixed, detachable or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meaning of the above terms in the present invention can be understood in combination with the specific situation.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The present embodiment relates to a transmission, which mainly includes a motor 10, an input shaft 2, a first gear set, a second gear set, a third gear set, a first intermediate shaft 3, and a second intermediate shaft 4, as shown in fig. 1.

The input shaft 2 is in transmission connection with the first intermediate shaft 3 through a first gear set and a second gear set respectively, and the motor 10 is in transmission connection with the second intermediate shaft 4 through a power transmission device, so that power received by the input shaft 2 can be transmitted to the first intermediate shaft 3 through the first gear set or transmitted to the first intermediate shaft 3 through the second gear set; alternatively, the power of the motor 10 can be transmitted to the second intermediate shaft 4 through the power transmission device, and the power received by the second intermediate shaft 4 is transmitted to the second intermediate shaft 4 through the third gear set and the first gear set. Therefore, gear shifting and vehicle speed adjustment are facilitated, and a plurality of different gear modes can be realized.

In addition, the first intermediate shaft 3 may be used as the input shaft 2 of the differential 30, and is used for outputting power to the differential 30, so as to drive the vehicle to run. Of course, the transmission of the present embodiment, as a preferred arrangement, further includes an output shaft 9 in transmission connection with the first intermediate shaft 3, and the output shaft 9 is used as the input shaft 2 of the differential 30 for outputting power to the differential 30, as described in detail below.

As a preferred possible embodiment, the first gear set is used for transmitting the power from the input shaft 2 to the first intermediate shaft 3, and includes a first driving wheel 201 and a second driving wheel 202 hollow-sleeved on the input shaft 2, a first synchronizer 205 fixed on the input shaft 2, and a first driven wheel 301 and a second driven wheel 302 fixed on the first intermediate shaft 3. The first driving wheel 201 is meshed with the first driven wheel 301, the second driving wheel 202 is meshed with the second driven wheel 302, and the first synchronizer 205 is used for selectively connecting the first driving wheel 201 or the second driving wheel 202. As a result, the power received by input shaft 2 is transmitted to first intermediate shaft 3 via first driven wheel 301, or transmitted to first intermediate shaft 3 via second driven wheel 302.

The second gear set is used for transmitting power from the input shaft 2 to the first intermediate shaft 3, and as a preferred possible embodiment, the second gear set includes a third driving wheel 203 and a fourth driving wheel 204 fixed on the input shaft 2, a third driven wheel 303 and a fourth driven wheel 304 freely sleeved on the first intermediate shaft 3, and a second synchronizer 305 fixed on the first intermediate shaft 3. The third driving wheel 203 is meshed with the third driven wheel 303, the fourth driving wheel 204 is meshed with the fourth driven wheel 304, and the second synchronizer 305 is used for selectively connecting the third driven wheel 303 or the fourth driven wheel 304. Accordingly, the power received by input shaft 2 is transmitted to first intermediate shaft 3 via third driven wheel 303, or transmitted to first intermediate shaft 3 via fourth driven wheel 304.

In a preferred embodiment, the third gear set includes a seventh driving wheel 401 and an eighth driving wheel 402, which are hollow on second countershaft 4, and a third synchronizer 405, which is fixed on second countershaft 4. The third synchronizer 405 is configured to selectively connect the seventh driving wheel 401 or the eighth driving wheel 402, the seventh driving wheel 401 is engaged with the first driven wheel 301, and the eighth driving wheel 402 is engaged with the second driven wheel 302. Accordingly, the power received by second countershaft 4 is transmitted to first countershaft 3 via seventh driving wheel 401 and first driven wheel 301, or the power received by second countershaft 4 is transmitted to first countershaft 3 via eighth driving wheel 402 and second driven wheel 302.

In addition, as a preferred arrangement, the transmission of the present embodiment further includes a third intermediate shaft 7 and a fourth gear set. The third intermediate shaft 7 is selectively connected with the first intermediate shaft 3 through a fourth gear set, a fifth driving wheel 206 is arranged on the input shaft 2, and the fifth driving wheel 206 is in transmission connection with the fourth gear set. Thus, the power received by the input shaft 2 is transmitted to the first intermediate shaft 3 through the fifth driving wheel 206 and the fourth gear set.

The fourth gear set, as a preferred possible embodiment, comprises a third intermediate wheel 701, which is fitted loosely on the third intermediate shaft 7, as well as a fifth driven wheel 307, which is fitted loosely on the first intermediate shaft 3, and a fourth synchronizer 308, which is fixed on the first intermediate shaft 3. Wherein the third intermediate wheel 701 is in meshing connection with the fifth driven wheel 307, the third intermediate wheel 701 is in meshing connection with the fifth driving wheel 206, and the fourth synchronizer 308 is used for selectively connecting the fifth driven wheel 307. Accordingly, the power received by the input shaft 2 is transmitted to the first countershaft 3 through the fifth driving pulley 206, the third intermediate pulley 701, the fifth driven pulley 307, and the fourth synchronizer 308.

Further, also as a preferable arrangement, the power transmission device of the present embodiment includes a fourth intermediate shaft 5, a fourth intermediate wheel 501 fixed to the fourth intermediate shaft 5, and a sixth driving wheel 801. The sixth driving wheel 801 is disposed on the power output shaft of the motor 10, and the sixth driven wheel 404 is disposed on the second intermediate shaft 4. The fourth intermediate wheel 501 is in transmission connection with a sixth driving wheel 801 and a sixth driven wheel 404 respectively. By the arrangement, the transmission ratio can be changed, the meshing efficiency is improved, and the stability of power transmission can be improved.

It should be noted that the power output end of the motor 10 may be connected to the seventh driving wheel 401 or the eighth driving wheel 402, for example, the fourth intermediate wheel 501 may be connected to the seventh driving wheel 401 or the eighth driving wheel 402 in a meshing manner, or the sixth driving wheel 801 may be connected to the seventh driving wheel 401 or the eighth driving wheel 402 in a meshing manner, in addition to the transmission connection with the second intermediate shaft 4, in which case the fourth intermediate wheel 501 may be omitted.

Also as a preferred arrangement, the transmission of the present embodiment also includes a fifth countershaft 6, a fifth gear set, a sixth gear set, a first control mechanism and an output shaft 9. The fifth intermediate shaft 6 is in transmission connection with the first intermediate shaft 3, the fifth gear set and the sixth gear set are arranged on the fifth intermediate shaft 6, and the output shaft 9 is provided with a first control mechanism which is selectively connected with the fifth gear set or the sixth gear set. Thus, the power received by the first intermediate shaft 3 can be transmitted to the fourth intermediate shaft 5, and the power received by the fourth intermediate shaft 5 is transmitted to the output shaft 9 through the fifth gear set or the sixth gear set, so that adjustment of different vehicle speeds can be achieved.

In this embodiment, a ninth driving wheel 306 is further fixedly disposed on the first intermediate shaft 3, a ninth driven wheel 601 is disposed on the fourth intermediate shaft 5, the ninth driving wheel 306 is in transmission connection with the ninth driven wheel 601, and preferably, the ninth driving wheel 306 and the ninth driven wheel 601 are in transmission connection in a meshing connection manner, so that the fourth intermediate shaft 5 is in transmission connection with the first intermediate shaft 3.

It should be noted that, besides the above-mentioned transmission connection, the ninth driving wheel 306 and the ninth driven wheel 601 may also adopt other ways, such as directly connecting the fourth intermediate shaft 5 and the first intermediate shaft 3 together, or sharing a shaft for both the fourth intermediate shaft 5 and the first intermediate shaft 3, but this is so arranged that the axial occupied space of the first intermediate shaft 3 is larger.

In addition, the fifth gear set of the present embodiment includes, as a preferred possible implementation, a first gear 605 fixedly disposed on the fifth intermediate shaft 6. And a second gear 901 is sleeved on the output shaft 9, the second gear 901 is in transmission connection with the sixth gear set, and the first control mechanism comprises a fifth synchronizer 902 for connecting the first gear 605 or the second gear 901. By providing the fifth synchronizer 902, the power received by the fifth countershaft 6 is transmitted to the output shaft 9 through the first gear 605 or to the output shaft 9 through the sixth gear set and the second gear 901.

Furthermore, the sixth gear set of the present embodiment, as a preferred possible implementation manner, includes a planetary gear mechanism, which mainly includes a sun gear 602, a ring gear 606, and planet gears 603 that are in transmission connection with the sun gear 602 and the ring gear 606, respectively, wherein the sun gear 602 is fixed on the fifth intermediate shaft 6, and the ring gear 606 is fixed on the casing of the transmission. A second gear 901 is fitted over the output shaft 9, and the second gear 901 is connected to the carrier 604 of the planetary gear mechanism. At this time, the fifth synchronizer 902 can connect the planetary gear 603 by connecting the second gear 901.

It should be noted that, if the planet carrier 604 of the planetary gear mechanism is fixed to the casing of the transmission, the second gear 901 may be connected to the ring gear 606, and the fifth synchronizer 902 may be connected to the ring gear 606 by connecting the second gear 901. So set up, also can be convenient for first control mechanism selective connection planetary gear mechanism.

Besides, as a preferred arrangement, the fifth intermediate shaft 6 and the output shaft 9 of the present embodiment are coaxially arranged. Therefore, the arrangement of the gear set is facilitated, the structure is more compact, and the occupied space is smaller.

The transmission of the embodiment can realize that the power received by the input shaft 2 is transmitted to the first intermediate shaft 3 through the first gear set or the second gear set; or, the power of the motor 10 can be transmitted to the first intermediate shaft 3 through the second intermediate shaft 4, the third gear set and the first gear set, so that the gear change and the vehicle speed adjustment are facilitated, a plurality of different gear modes are provided, and an overspeed gear mode can be realized, so that the off-road performance can be improved. In addition, the transmission case adopts a structure without winding teeth, power is directly output through the gear group, and the number of power transmission passing through the gear group is small, so that the transmission efficiency and the stability of power transmission of the transmission case can be improved.

Meanwhile, the embodiment also relates to a power device which is applied with the gearbox as above, and the specific structure of the power device can be still shown in fig. 1, and the power device also comprises an engine 20 and a clutch 1 besides the gearbox as above. The clutch 1 is arranged between the power output end of the engine 20 and the input shaft 2, and the clutch 1 is used for controlling the on-off of power between the input shaft 2 and the power output end of the engine 20. The clutch 1 can adopt the existing standard structure, thereby reducing the cost of the gearbox.

The power plant of the present embodiment has three driving modes including an engine 20-only driving mode, an engine 20 and motor 10-common driving mode, and a motor 10-only driving mode, and has a plurality of shift position modes in each driving mode, which will be specifically referred to below.

In the engine 20 single drive mode, the transmission has five forward gears and one reverse gear, wherein the forward gears include an ultra-low gear, and each gear mode is as follows:

a) the power transmission path for the transmission in the first gear mode when the engine 20 is driving can be as shown in fig. 2, with the clutch 1 engaged, the first synchronizer 205 coupled to the first drive pulley 201, and the fifth synchronizer 902 coupled to the first gear 605. This gear pattern can be used as first gear of the gearbox.

In this case, the power transmission route is: the engine 20 → the clutch 1 → the input shaft 2 → the first synchronizer 205 → the first driving wheel 201 → the first driven wheel 301 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

b) The power transmission path for the transmission in the second gear mode when the engine 20 is driving can be as shown in fig. 3, with clutch 1 engaged, the second synchronizer 305 coupled to the third driven wheel 303, and the fifth synchronizer 902 coupled to the first gear 605. This gear pattern can be used as second gear of the gearbox.

At this time, the power transmission route is: the engine 20 → the clutch 1 → the input shaft 2 → the third driving wheel 203 → the third driven wheel 303 → the second synchronizer 305 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

c) The power transmission path for the transmission in third gear mode when the engine 20 is driving can be as shown in fig. 4, with clutch 1 engaged, the first synchronizer 205 coupled to the second drive pulley 202, and the fifth synchronizer 902 coupled to the first gear 605. This gear pattern can be used as third gear of the gearbox.

At this time, the power transmission route is: the engine 20 → the clutch 1 → the input shaft 2 → the first synchronizer 205 → the second driving wheel 202 → the second driven wheel 302 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

d) The power transmission path for the transmission in the fourth gear mode when the engine 20 is driving can be as shown in fig. 5, with clutch 1 engaged, the second synchronizer 305 coupled to the fourth driven wheel 304, and the fifth synchronizer 902 coupled to the first gear 605. This gear pattern can be used as fourth gear of the gearbox.

In this case, the power transmission route is: the engine 20 → the clutch 1 → the input shaft 2 → the fourth driving wheel 204 → the fourth driven wheel 304 → the second synchronizer 305 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

e) The power transmission path for the transmission in the extra low gear mode with the engine 20 driving can be as shown in fig. 6, with the clutch 1 engaged, the first synchronizer 205 coupled to the first driving wheel 201, and the fifth synchronizer 902 coupled to the second gear 901.

In this case, the power transmission route is: engine 20 → clutch 1 → input shaft 2 → first synchronizer 205 → first driving wheel 201 → first driven wheel 301 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → sun gear 602 → planetary gear 603 → carrier 604 → second gear 901 → fifth synchronizer 902 → output shaft 9 → differential 30.

f) The power transmission path for the transmission in reverse gear mode with the engine 20 driving may be as shown in fig. 7 with clutch 1 engaged, the fourth synchronizer 308 engaged with the fifth driven wheel 307, and the fifth synchronizer 902 engaged with the first gear 605.

In this case, the power transmission route is: the engine 20 → the clutch 1 → the input shaft 2 → the fifth driving wheel 206 → the third intermediate wheel 701 → the fifth driven wheel 307 → the fourth synchronizer 308 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

In the common driving mode of the engine 20 and the motor 10, the gearbox has five forward gears, wherein the forward gears comprise an ultra-low speed gear, and each gear mode is as follows:

a) when the engine 20 and the electric machine 10 are jointly driven, the power transmission path of the gearbox in the first gear mode can be as shown in fig. 8, with the clutch 1 engaged, the first synchronizer 205 coupled to the first drive wheel 201, the third synchronizer 405 coupled to the seventh drive wheel 401, and the fifth synchronizer 902 coupled to the first gear 605.

At this time, the power transmission route of the engine 20 is: the engine 20 → the clutch 1 → the input shaft 2 → the first synchronizer 205 → the first driving wheel 201 → the first driven wheel 301 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

The power transmission route of the motor 10 is: the motor 10 → the sixth driving wheel 801 → the fourth intermediate wheel 501 → the sixth driven wheel 404 → the second intermediate shaft 4 → the third synchronizer 405 → the seventh driving wheel 401 → the first driven wheel 301 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

b) When the engine 20 and the motor 10 are driven together, the power transmission path of the transmission in the second gear mode can be as shown in fig. 9, the clutch 1 is engaged, the second synchronizer 305 is coupled with the third driven wheel 303, the third synchronizer 405 is coupled with the seventh driving wheel 401, and the fifth synchronizer 902 is coupled with the first gear 605, and it should be noted that the gear mode can be realized by adjusting the rotation speed of the motor 10 to be matched with the power transmission path of the engine 20.

At this time, the power transmission route of the engine 20 is: the engine 20 → the clutch 1 → the input shaft 2 → the third driving wheel 203 → the third driven wheel 303 → the second synchronizer 305 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

The power transmission route of the motor 10 is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → seventh driving wheel 401 → first driven wheel 301 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → first gear 605 → fifth synchronizer 902 → output shaft 9 → differential 30.

c) When the engine 20 and the electric machine 10 are jointly driven, the power transmission path of the gearbox in the third gear mode can be as shown in fig. 10, with the clutch 1 engaged, the first synchronizer 205 coupled to the second drive wheel 202, the third synchronizer 405 coupled to the eighth drive wheel 402 and the fifth synchronizer 902 coupled to the first gear 605.

At this time, the power transmission route of the engine 20 is: the engine 20 → the clutch 1 → the input shaft 2 → the first synchronizer 205 → the second driving wheel 202 → the second driven wheel 302 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

The power transmission route of the motor 10 is: the motor 10 → the sixth driving wheel 801 → the fourth intermediate wheel 501 → the sixth driven wheel 404 → the second intermediate shaft 4 → the third synchronizer 405 → the eighth driving wheel 402 → the second driven wheel 302 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

d) When the engine 20 and the motor 10 are driven together, the power transmission path of the transmission in the fourth gear mode can be as shown in fig. 11, the clutch 1 is engaged, the second synchronizer 305 is coupled with the fourth driven wheel 304, the third synchronizer 405 is coupled with the eighth driving wheel 402, and the fifth synchronizer 902 is coupled with the first gear 605, and it should be noted that the gear mode can be realized by adjusting the rotation speed of the motor 10 to be matched with the power transmission path of the engine 20.

At this time, the power transmission route of the engine 20 is: the engine 20 → the clutch 1 → the input shaft 2 → the fourth driving wheel 204 → the fourth driven wheel 304 → the second synchronizer 305 → the first intermediate shaft 3 → the ninth driving wheel 306 → the ninth driven wheel 601 → the fifth intermediate shaft 6 → the first gear 605 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

The power transmission route of the motor 10 is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → eighth driving wheel 402 → second driven wheel 302 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → first gear 605 → fifth synchronizer 902 → output shaft 9 → differential 30.

e) When the engine 20 and the motor 10 are driven together, the power transmission path of the transmission in the ultra low gear mode can be as shown in fig. 12, with the clutch 1 engaged, the first synchronizer 205 coupled with the first driving wheel 201, the third synchronizer 405 coupled with the seventh driving wheel 401, and the fifth synchronizer 902 coupled with the second gear 901.

At this time, the power transmission route of the engine 20 is: the engine 20 → the clutch 1 → the input shaft 2 → the first synchronizer 205 → the first driver 201 → the first driven pulley 301 → the first intermediate shaft 3 → the ninth driver 306 → the ninth driven pulley 601 → the fifth intermediate shaft 6 → the sun gear 602 → the planet gear 603 → the carrier 604 → the second gear 901 → the fifth synchronizer 902 → the output shaft 9 → the differential 30.

The power transmission route of the motor 10 is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → seventh driving wheel 401 → first driven wheel 301 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → sun gear 602 → planetary gear 603 → carrier 604 → second gear 901 → fifth synchronizer 902 → output shaft 9 → differential 30.

In the single driving mode of the motor 10, the gearbox has three forward gears, wherein the forward gears include an ultra-low speed gear, and each gear mode is as follows:

a) when the electric machine 10 is driven alone, the power transmission path for the gearbox in the first gear mode can be as shown in fig. 13, with the clutch 1 disengaged, the third synchronizer 405 engaged with the seventh driving wheel 401, and the fifth synchronizer 902 engaged with the first gear 605.

In this case, the power transmission route is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → seventh driving wheel 401 → first driven wheel 301 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → first gear 605 → fifth synchronizer 902 → output shaft 9 → differential 30.

b) When the electric machine 10 is driven alone, the power transmission path for the gearbox in second gear mode can be as shown in fig. 14, with clutch 1 disengaged, the third synchronizer 405 engaged with the eighth drive pulley 402 and the fifth synchronizer 902 engaged with the first gear 605.

In this case, the power transmission route is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → eighth driving wheel 402 → second driven wheel 302 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → first gear 605 → fifth synchronizer 902 → output shaft 9 → differential 30.

c) When the motor 10 is driven alone, the power transmission path of the gearbox in the ultra low speed gear mode can be as shown in fig. 15, the clutch 1 is disconnected, the third synchronizer 405 is combined with the seventh driving wheel 401, and the fifth synchronizer 902 is combined with the second gear 901.

At this time, the power transmission route is: motor 10 → sixth driving wheel 801 → fourth intermediate wheel 501 → sixth driven wheel 404 → second intermediate shaft 4 → third synchronizer 405 → seventh driving wheel 401 → first driven wheel 301 → first intermediate shaft 3 → ninth driving wheel 306 → ninth driven wheel 601 → fifth intermediate shaft 6 → sun gear 602 → planetary gear 603 → carrier 604 → second gear 901 → fifth synchronizer 902 → output shaft 9 → differential 30.

Still referring to fig. 1, in a parking state where the remaining amount of the vehicle is low, the motor 10 generates power to charge the battery, and the clutch 1 is in an off state.

In addition, it is worth mentioning that in each shift mode as given above, in the engine 20 driving mode, the ultra low speed shift position corresponds to the first shift position, and the ultra low speed shift position is different from the first shift position in that: the first gear is transmitted to the differential 30 through the first gear 605, the fifth synchronizer 902 and the output shaft 9 after power is transmitted to the fifth countershaft 6, and the ultra-low speed gear is transmitted to the differential 30 through the planetary gear mechanism, the second gear 901, the fifth synchronizer 902 and the output shaft 9 after power is transmitted to the fifth countershaft 6.

However, in addition to the two gear modes described above, the remaining gear modes are also each a gear in which an ultra low speed corresponding to itself exists, and the difference is only that after power is transmitted to the fifth countershaft 6, power is not transmitted to the differential 30 via the first gear 605 and the fifth synchronizer 902, and the output shaft 9, but after power is transmitted to the fifth countershaft 6, power is transmitted to the differential 30 via the planetary gear mechanism and the second gear 901 and the fifth synchronizer 902, and the output shaft 9, similarly to the ultra low speed gear described above.

In the power device of the embodiment, the clutch 1 is arranged between the power output end of the engine 20 and the input shaft 2 and is used for controlling the on-off of the power between the input shaft 2 and the power output end of the engine 20, so that the power of the engine 20 can be transmitted to the first intermediate shaft 3 through the input shaft 2 and the first gear set, or transmitted to the first intermediate shaft 3 through the input shaft 2 and the second transmission assembly. The motor 10 is in transmission connection with the second intermediate shaft 4, and the third gear set is arranged on the second intermediate shaft 4, so that the power of the motor 10 can be transmitted to the first intermediate shaft 3 through the second intermediate shaft 4 and the third gear set. The power received by the first intermediate shaft 3 can be transmitted to the output shaft 9 via the fourth intermediate shaft 5.

Therefore, various driving modes such as the engine 20 is driven independently, the motor 10 is driven independently, and the engine 20 and the motor 10 are driven together can be realized, so that various different gear modes can be realized conveniently, an ultra-low speed gear can be realized, and the cross-country performance is good.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the present invention.

Claims (11)

1. A transmission, characterized by:

the gear-driven transmission mechanism comprises a motor (10), an input shaft (2), a first gear set, a second gear set, a third gear set, a first intermediate shaft (3) and a second intermediate shaft (4);

the input shaft (2) is in transmission connection with the first intermediate shaft (3) through the first gear set and the second gear set respectively;

the third gear set is arranged on the second intermediate shaft (4) and is in transmission connection with the first gear set;

the motor (10) is in transmission connection with the second intermediate shaft (4) or the third gear set through a power transmission device.

2. The transmission of claim 1, wherein:

the first gear set comprises a first driving wheel (201), a second driving wheel (202) and a first synchronizer (205) which are arranged on the input shaft (2), and a first driven wheel (301) and a second driven wheel (302) which are arranged on the first intermediate shaft (3);

the first driving wheel (201) is in transmission connection with the first driven wheel (301), and the second driving wheel (202) is in transmission connection with the second driven wheel (302);

the first synchronizer (205) is used for selectively connecting the first driving wheel (201) or the second driving wheel (202).

3. The transmission of claim 2, wherein:

the third gear set comprises a seventh driving wheel (401), an eighth driving wheel (402) and a third synchronizer (405) which are arranged on the second intermediate shaft (4);

-said third synchronizer (405) is for selectively connecting said seventh drive pulley (401) or said eighth drive pulley (402);

the seventh driving wheel (401) is in transmission connection with the first driven wheel (301), and the eighth driving wheel (402) is in transmission connection with the second driven wheel (302).

4. The transmission of claim 1, wherein:

the second gear set comprises a third driving wheel (203) and a fourth driving wheel (204) which are arranged on the input shaft (2), and a third driven wheel (303), a fourth driven wheel (304) and a second synchronizer (305) which are arranged on the first intermediate shaft (3);

the third driving wheel (203) is in transmission connection with the third driven wheel (303), and the fourth driving wheel (204) is in transmission connection with the fourth driven wheel (304);

the second synchronizer (305) is configured to selectively connect the third driven wheel (303) or the fourth driven wheel (304).

5. The transmission of claim 1, wherein:

a third intermediate shaft (7) and a fourth gear set;

the third intermediate shaft (7) is selectively connected to the first intermediate shaft (3) through the fourth gear set;

a fifth driving wheel (206) is arranged on the input shaft (2);

and the fifth driving wheel (206) is in transmission connection with the fourth gear set.

6. The transmission of claim 5, wherein:

the fourth gear set comprises a third intermediate wheel (701) which is empty on the third intermediate shaft (7), and a fifth driven wheel (307) and a fourth synchronizer (308) which are arranged on the first intermediate shaft (3);

the third intermediate wheel (701) is in transmission connection with the fifth driven wheel (307);

the third intermediate wheel (701) is in transmission connection with the fifth driving wheel (206); the fourth synchronizer (308) is adapted to selectively connect the fifth driven wheel (307).

7. The transmission of claim 1, wherein:

the power transmission device comprises a fourth intermediate shaft (5), a fourth intermediate wheel (501) and a sixth driving wheel (801) which are arranged on the fourth intermediate shaft (5);

the sixth driving wheel (801) is arranged on a power output shaft of the motor (10);

a sixth driven wheel (404) is arranged on the second intermediate shaft (4);

the fourth intermediate wheel (501) is in transmission connection with the sixth driving wheel (801) and the sixth driven wheel (404) respectively.

8. The gearbox according to any one of claims 1-7, characterised in that:

the transmission also comprises a fifth intermediate shaft (6), a fifth gear set, a sixth gear set, a first control mechanism and an output shaft (9);

the fifth intermediate shaft (6) is in transmission connection with the first intermediate shaft (3);

the fifth gear set and the sixth gear set are arranged on the fifth intermediate shaft (6);

the first control mechanism is arranged on the output shaft (9) and selectively connected with the fifth gear set or the sixth gear set.

9. The transmission of claim 8, wherein:

the fifth gear set comprises a first gear (605) arranged on the fifth intermediate shaft (6);

a second gear (901) is arranged on the output shaft (9), and the second gear (901) is in transmission connection with the sixth gear set;

the first control mechanism comprises a fifth synchronizer (902) for connecting the first gear (605) or the second gear (901).

10. The transmission of claim 9, wherein:

the sixth gear set includes a planetary gear mechanism;

the sun gear (602) of the planetary gear mechanism is arranged on the fifth intermediate shaft (6);

the ring gear (606) or the planet carrier (604) of the planetary gear mechanism is connected with the second gear (901);

the fifth intermediate shaft (6) and the output shaft (9) are arranged coaxially.

11. A power plant characterized by:

comprising a gearbox according to any of the claims 1-10, further comprising an engine (20) and a clutch (1);

the clutch (1) is arranged between the power output end of the engine (20) and the input shaft (2), and the clutch (1) is used for controlling the power on-off between the input shaft (2) and the power output end of the engine (20).

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