CN217502469U - Hybrid special gearbox and vehicle driving device - Google Patents

Abstract

The utility model provides a special gearbox of thoughtlessly moving and vehicle drive arrangement, the utility model discloses a special gearbox of thoughtlessly moving, including first input shaft, second input shaft, first gear assembly, second gear assembly, first jackshaft, second jackshaft and output shaft, wherein, first input shaft is connected with the transmission of first jackshaft through the second gear assembly, and the second input shaft is connected with the transmission of first jackshaft through the first gear assembly; the second input shaft is in driving connection with a third gear assembly on a second countershaft through a first gear assembly, the first countershaft is selectively connected with the second countershaft through the first gear assembly and the third gear assembly, and the first input shaft is selectively connected with the second countershaft through the second gear assembly and a fifth gear assembly. The utility model discloses a mix special gearbox that moves through arranging of each axle and each gear assembly, can realize a plurality of differences and keep off the position mode, gearbox length is shorter, overall structure is compact to can satisfy the user demand better.

Description

Hybrid special gearbox and vehicle driving device

Technical Field

The utility model relates to a vehicle parts technical field, in particular to thoughtlessly move special gearbox. Simultaneously the utility model discloses still relate to an use vehicle drive of this special gearbox that thoughtlessly moves.

Background

The hybrid transmission is a mechanism for changing the rotational speed and torque from an engine, and can change the transmission ratio of an output shaft and an input shaft by fixing or stepping, and is also called a transmission. The hybrid special gearbox is one of gearboxes, which can couple the power of an engine and the power of a driving motor together in a certain mode and can realize the functions of speed changing and torque changing. The special hybrid transmission has the advantages of reducing emission and oil consumption, and simultaneously improves the dynamic performance of the vehicle, thus becoming the development direction of the vehicle.

The existing hybrid special gearbox has limited self-realized performance due to unreasonable structural design, for example, the existing hybrid special gearbox only comprises an engine single control mode or a motor single control mode, can realize fewer controlled gear modes, and cannot meet the requirements on various gear performances of the hybrid special gearbox. Moreover, the existing hybrid transmission has a long integral structure and is inconvenient for arrangement of the whole vehicle.

In addition, the existing reverse gear structure needs to arrange an independent reverse gear shaft, can increase the arrangement space, and can also increase the cost and the weight, and the existing special gearbox for hybrid motion can not realize reverse gear through reverse rotation, and can not better meet the use requirements of consumers.

SUMMERY OF THE UTILITY MODEL

In view of this, the present invention provides a gearbox for hybrid transmission, which is favorable for improving the performance of the gearbox.

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

a special hybrid gearbox comprises a first input shaft, a second input shaft, a first gear assembly, a second gear assembly, a first intermediate shaft, a second intermediate shaft and an output shaft;

a shaft hole is formed in the second input shaft, and the first input shaft penetrates through the shaft hole; the first input shaft is in transmission connection with the first intermediate shaft through the second gear assembly, and the second input shaft is in transmission connection with the first intermediate shaft through the first gear assembly;

the second input shaft is in driving connection with a third gear assembly on the second countershaft through the first gear assembly, the first countershaft selectively connected with the second countershaft through the first gear assembly and the third gear assembly; a fifth gear assembly is arranged on the second intermediate shaft, and the first input shaft or the first intermediate shaft is selectively connected with the second intermediate shaft through the second gear assembly and the fifth gear assembly; the first intermediate shaft and the second intermediate shaft are in transmission connection with the output shaft respectively.

Further, the third gear assembly comprises a fifth driven wheel, a sixth driven wheel and a third synchronizer, wherein the fifth driven wheel and the sixth driven wheel are sleeved on the second intermediate shaft in an empty mode, and the third synchronizer is used for selectively connecting the fifth driven wheel or the sixth driven wheel; the fifth driven wheel is connected with the first middle shaft through the first gear assembly, and the sixth driven wheel is connected with the second input shaft through the first gear assembly.

Further, the first gear assembly comprises a first driving wheel and a second driving wheel which are arranged on the second input shaft, a first driven wheel and a second driven wheel which are arranged on the first intermediate shaft, and a first synchronizer which can be selectively connected with the first driven wheel or the second driven wheel;

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 driven wheel or the second driven wheel is in transmission connection with the fifth driven wheel; and the first driving wheel or the second driving wheel is in transmission connection with the sixth driven wheel.

Further, the fifth gear assembly comprises an eighth driven wheel, a ninth driven wheel and a fourth synchronizer, wherein the eighth driven wheel and the ninth driven wheel are sleeved on the second intermediate shaft in an empty mode, and the fourth synchronizer is used for selectively connecting the eighth driven wheel or the ninth driven wheel; the eighth driven wheel and the ninth driven wheel are connected with the first input shaft or the first intermediate shaft through the second gear assembly respectively.

Further, the second gear assembly comprises a third driving wheel and a fourth driving wheel which are arranged on the first input shaft, a third driven wheel and a fourth driven wheel which are arranged on the output shaft, and a second synchronizer which is used for selectively connecting the third driven wheel or the fourth driven wheel; 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 eighth driven wheel is in transmission connection with the third driving wheel or the third driven wheel; and the ninth driven wheel is in transmission connection with the fourth driving wheel or the fourth driven wheel.

Further, a sixth driving wheel is arranged on the first intermediate shaft; a seventh driving wheel is arranged on the second intermediate shaft; and the sixth driving wheel and the seventh driving wheel are respectively in transmission connection with a seventh driven wheel on the output shaft.

The first motor is connected with the first middle shaft through a fifth driving wheel in a transmission mode, or the first motor is connected with the first middle shaft through a fifth driving wheel in a transmission mode and a second gear assembly in a transmission mode, the first motor is connected with the second middle shaft through a fifth driving wheel in a transmission mode and a third gear assembly in a transmission mode, or the first motor is connected with the second middle shaft through a fifth driving wheel in a transmission mode and a fifth gear assembly in a transmission mode.

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

(1) mix special gearbox that moves, through first input shaft, the second input shaft, first jackshaft, the cooperation of second jackshaft and output shaft and each gear assembly, be convenient for make the power that first input shaft accepted transmit to second jackshaft and output shaft via second gear assembly and fifth gear assembly, perhaps realize that the power that accepts on the second input shaft transmits to second jackshaft and output shaft via first gear assembly and third gear assembly, perhaps realize that the power that accepts on the first jackshaft transmits to second jackshaft and output shaft via first gear assembly and third gear assembly, thereby can realize multiple different fender position mode, better satisfying the user demand.

In addition, the first input shaft is arranged in the shaft hole formed in the second input shaft in a penetrating mode, so that the whole structure is simpler and more compact, and the whole vehicle arrangement is facilitated. In addition, the arrangement form of the transmission assembly is beneficial to shortening the whole length of the gearbox, a reverse gear shaft is not required to be specially arranged, the whole structure is more compact, the weight is lighter, the cost is lower, and the use requirement of consumers can be better met.

(2) The third gear assembly comprises a fifth driven wheel, a sixth driven wheel and a third synchronizer, the third synchronizer can be selectively connected with the fifth driven wheel or the sixth driven wheel, so that power borne on the first intermediate shaft is conveniently transmitted to the second intermediate shaft through the first gear assembly, the fifth driven wheel and the third synchronizer, or power borne on the second input shaft is transmitted to the second intermediate shaft through the first gear assembly, the sixth driven wheel and the third synchronizer, and the gear of the special hybrid transmission is increased.

(3) The first gear assembly comprises a first driving wheel, a second driving wheel, a first driven wheel, a second driven wheel and a first synchronizer, the first synchronizer is selectively connected with the first driven wheel and the second driven wheel, so that power borne on the second input shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and multiple different gear modes are convenient to realize. The fifth driven wheel is in transmission connection with the first driven wheel or the second driven wheel, and the first driving wheel or the second driving wheel is in transmission connection with the sixth driven wheel, so that power borne on the second input shaft and the first intermediate shaft can be conveniently transmitted to the second intermediate shaft.

(4) The fifth gear assembly comprises an eighth driven wheel, a ninth driven wheel and a fourth synchronizer, and the fourth synchronizer is selectively connected with the eighth driven wheel or the ninth driven wheel, so that the power of the first input shaft is transmitted to the second intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient.

(5) The second gear assembly comprises a third driving wheel, a fourth driving wheel, a third driven wheel, a fourth driven wheel and a second synchronizer, and the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, so that the power of the first input shaft is transmitted to the first intermediate shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient. In addition, the eighth driven wheel is in transmission connection with the third driving wheel or the third driven wheel, and the ninth driven wheel is in transmission connection with the fourth driving wheel or the fourth driven wheel, so that the power received by the first input shaft can be conveniently transmitted to the second intermediate shaft, and the power on the first intermediate shaft can be conveniently transmitted to the second intermediate shaft.

(6) Through the sixth driving wheel arranged on the first intermediate shaft and the seventh driving wheel arranged on the second intermediate shaft, the sixth driving wheel and the seventh driving wheel are respectively in transmission connection with the seventh driven wheel on the output shaft, so that the power on the first intermediate shaft is conveniently transmitted to the output shaft through the sixth driving wheel and the seventh driven wheel, and the power on the second intermediate shaft is also conveniently transmitted to the output shaft through the seventh driving wheel and the seventh driven wheel, thereby realizing the driving of the vehicle.

(7) The power take off end of motor is equipped with the fifth action wheel, and fifth action wheel and first gear subassembly, or second gear subassembly, or third gear subassembly, also or the transmission of fifth gear subassembly is connected, can make the power transmission of motor output to first jackshaft or second jackshaft to output shaft transmission, and be convenient for realize the drive mode of multiple difference, the motor accessible reversal realizes reversing gear function, and any operating mode can all realize reversing gear, and has better practicality.

Another object of the present invention is to provide a vehicle driving device, which includes the above-mentioned hybrid transmission, and further includes an engine and a control mechanism; the control mechanism is arranged at the power output end of the engine and used for controlling the on-off of power between the first input shaft and the power output end of the engine and the on-off of power between the second input shaft and the power output end of the engine.

Further, the device also comprises a third input shaft; the control mechanism comprises a first clutch arranged between a first end of the third input shaft and the first input shaft, a second clutch arranged between the first end and the second input shaft, and a third clutch arranged between a second end of the third input shaft and the engine.

Furthermore, the motor also comprises a second motor, and the third input shaft is a motor shaft of the second motor.

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

(1) vehicle drive arrangement through being provided with control mechanism, can be to the power break-make between the power take off end of first input shaft and engine to and the power break-make between the power input end of second input shaft and engine is controlled, from this, can realize multiple drive mode such as engine individual drive, motor individual drive and engine and the common drive of motor, and all have multiple different fender position mode under the various drive mode, and satisfying the user demand that can be better.

(2) The third input shaft, the first clutch, the second clutch and the third clutch are arranged, so that the first input shaft and the second input shaft can be linked conveniently, and more different gear modes can be realized. In addition, the first clutch, the second clutch and the third clutch can adopt the existing standard parts, thereby reducing the overall cost of the vehicle driving device.

(3) The third input shaft is used as a motor shaft of the second motor, so that the power from the second motor is conveniently transmitted to the first intermediate shaft or the second intermediate shaft through the first input shaft, or transmitted to the first intermediate shaft or the second intermediate shaft through the second input shaft, and the first clutch, the second clutch and the third clutch are controlled, so that multiple driving modes such as engine independent driving, motor independent driving, engine and motor joint driving and the like are conveniently realized.

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 hybrid transmission according to an embodiment of the present invention in an applied state;

fig. 2 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the first gear mode when the engine is driven;

fig. 3 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the second gear mode when the engine is driven;

fig. 4 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the third gear mode when the engine is driven;

fig. 5 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a fourth gear mode when the engine is driven;

fig. 6 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in the fifth gear mode when the engine is driven;

fig. 7 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a sixth gear mode when the engine is driven;

fig. 8 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in the seventh gear mode when the engine is driven;

fig. 9 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a reverse gear mode when the engine is driven;

fig. 10 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the transmission is in the first gear mode;

fig. 11 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, being in the second gear mode;

fig. 12 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the transmission is in a third gear mode;

fig. 13 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the hybrid transmission is in a fourth gear mode;

fig. 14 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in a fifth gear mode when the engine and the motor are driven together;

fig. 15 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the hybrid transmission is in a sixth gear mode;

fig. 16 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the hybrid transmission is in a seventh gear mode;

fig. 17 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the engine and the motor are driven together, the hybrid transmission is in a reverse gear mode;

fig. 18 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the motor is driven, the transmission is in the first gear mode;

fig. 19 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, which is in the second gear mode when the motor is driven;

fig. 20 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the motor is driven, the transmission is in the third gear mode;

fig. 21 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the motor is driven, the hybrid transmission is in a fourth gear mode;

fig. 22 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention in the fifth gear mode when the motor is driven;

fig. 23 is a schematic diagram of a power transmission route of the hybrid transmission special for the embodiment of the present invention in a sixth gear mode when the motor is driven;

fig. 24 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, when the motor is driven, the hybrid transmission is in a seventh gear mode;

fig. 25 is a schematic diagram of a power transmission route of the hybrid transmission according to the embodiment of the present invention, in the reverse gear mode when the motor is driven.

Description of reference numerals:

1. a control mechanism; 2. a first input shaft; 3. a second input shaft; 1a, a third input shaft; 4. a first intermediate shaft; 5. a second intermediate shaft; 6. an output shaft; 10. a first motor; 20. an engine; 30. a differential mechanism;

101. a first clutch; 102. a second clutch; 103. a third clutch;

201. a third driving wheel; 202. a fourth driving wheel;

301. a first drive wheel; 302. a second drive wheel;

401. a first driven wheel; 402. a second driven wheel; 403. a third driven wheel; 404. a fourth driven wheel; 405. a first synchronizer; 406. a second synchronizer; 407. a sixth driving wheel;

501. a fifth driven wheel; 502. a sixth driven wheel; 503. an eighth driven wheel; 504. a ninth driven wheel; 505. a third synchronizer; 506. a fourth synchronizer; 507. a seventh driving wheel;

601. a seventh driven wheel;

1001. and a fifth driving wheel.

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," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, the terms "mounted", "connected", and "connecting" are to be understood in a broad sense unless expressly defined otherwise. 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 hybrid transmission, which mainly includes, in an overall structure, as shown in fig. 1, a first input shaft 2, a second input shaft 3, a first gear assembly, a second gear assembly, a first intermediate shaft 4, a second intermediate shaft 5, and an output shaft 6.

Wherein, set up the shaft hole in the second input shaft 3, first input shaft 2 wears to arrange in the shaft hole, so set up, can make vehicle drive arrangement's whole compacter, and do benefit to whole car and arrange. In addition, the first input shaft 2 is in transmission connection with the first intermediate shaft 4 through a second gear assembly, so that power borne by the first input shaft 2 is transmitted to the first intermediate shaft 4 through the second gear assembly. In addition, a fifth gear assembly is arranged on the second intermediate shaft 5, the first input shaft 2 is selectively connected with the second intermediate shaft 5 through the second gear assembly and the fifth gear assembly, and the power borne by the first input shaft 2 can be transmitted to the second intermediate shaft 5 through the second gear assembly and the fifth gear assembly. Or the first intermediate shaft 4 is selectively connected with the second intermediate shaft 5 through the second gear assembly and the fifth gear assembly, so that the power received on the first intermediate shaft 4 can be transmitted to the second intermediate shaft 5 through the second gear assembly and the fifth gear assembly.

The second input shaft 3 is in transmission connection with the first intermediate shaft 4 through the first gear assembly, so that the power received on the second input shaft 3 can be transmitted to the first intermediate shaft 4 through the first gear assembly. In addition, the second input shaft 3 is in transmission connection with a third gear assembly on the second intermediate shaft 5 through the first gear assembly, so that the power borne on the second input shaft 3 is transmitted to the second intermediate shaft 5 through the first gear assembly and the third gear assembly.

The first countershaft 4 is selectively connected to the second countershaft 5 by a first gear assembly and a third gear assembly such that power received on the first countershaft 4 is transmitted to the second countershaft 5 via the first gear assembly and the third gear assembly. The first intermediate shaft 4 and the second intermediate shaft 5 are in transmission connection with the output shaft 6 respectively, so that power borne on the first intermediate shaft 4 and the second intermediate shaft 5 can be transmitted to the output shaft 6 conveniently, and various gear modes can be realized.

The output shaft 6 may be used directly as an input shaft of the differential 30, directly for outputting power to the differential 30. In a preferred embodiment, the output shaft 6 is arranged parallel to the first intermediate shaft 4 and the second intermediate shaft 5 and is connected to the input of the differential 30.

As a preferred possible embodiment, the third gear assembly is used for transmitting the power from the second input shaft 3 to the first intermediate shaft 4, and includes a fifth driven wheel 501 and a sixth driven wheel 502 that are freely sleeved on the second intermediate shaft 5, and a third synchronizer 505 for selectively connecting the fifth driven wheel 501 or the sixth driven wheel 502, and the third synchronizer 505 is fixedly arranged on the second intermediate shaft 5, so that the second intermediate shaft 5 can respectively bear the power transmitted from the first intermediate shaft 4 or the second input shaft 3 by connecting the fifth driven wheel 501 with the first intermediate shaft 4 through the first gear assembly and connecting the sixth driven wheel 502 with the second input shaft 3 through the first gear assembly.

The first gear assembly is used for transmitting power on the second input shaft 3 to the first countershaft 4 or the second countershaft 5, and as a preferred embodiment, the first gear assembly includes a first driving wheel 301 and a second driving wheel 302 fixedly arranged on the second input shaft 3, a first driven wheel 401 and a second driven wheel 402 freely sleeved on the first countershaft 4, and a first synchronizer 405 selectively connected with the first driven wheel 401 or the second driven wheel 402. The first synchronizer 405 is fixedly arranged on the first countershaft 4, the first driving wheel 301 and the first driven wheel 401 are connected through gear meshing, the second driving wheel 302 and the second driven wheel 402 are connected through gear meshing, and by enabling the first synchronizer 405 to be selectively connected with the first driven wheel 401 or the second driven wheel 402, power received by the first input shaft 2 can be transmitted to the first countershaft 4 through the first driving wheel 301, the first driven wheel 401 and the first synchronizer 405, or can be transmitted to the first countershaft 4 through the second driven wheel 402, the second driving wheel 302 and the first synchronizer 405.

Preferably, in this embodiment, the first driven wheel 401 and the fifth driven wheel 501 are connected in a gear engagement manner, and the second driving wheel 302 and the sixth driven wheel 502 are connected in a gear engagement manner, so that the power received on the second input shaft 3 is transmitted to the second intermediate shaft 5 through the first driving wheel 301, the first driven wheel 401, the fifth driven wheel 501 and the third synchronizer 505, or transmitted to the second intermediate shaft 5 through the second driving wheel 302, the sixth driven wheel 502 and the third synchronizer 505, thereby facilitating the implementation of the reverse gear and facilitating the increase of the number of forward gears. The structure is arranged, a reverse gear mechanism is not required to be specially arranged, the overall structure of the gearbox is more compact, the weight is lighter, and the cost is lower.

Furthermore, the first driven wheel 401 and the fifth driven wheel 501 are connected in gear engagement, so that the power received on the first countershaft 4 can be transmitted to the second countershaft 5 via the first synchronizer 405, the first driven wheel 401, the fifth driven wheel 501, and the third synchronizer 505.

Of course, the above-mentioned gear engagement connection between the first driven wheel 401 and the fifth driven wheel 501, and the gear engagement connection between the second driving wheel 302 and the sixth driven wheel 502 are only a preferred embodiment, and in addition, the gear engagement connection between the second driven wheel 402 and the fifth driven wheel 501, and the gear engagement connection between the first driving wheel 301 and the sixth driven wheel 502 may also be adopted, and at this time, power transmission between the second input shaft 3 and the second intermediate shaft 5, and between the first intermediate shaft 4 and the second intermediate shaft 5 may also be realized, so as to facilitate realization of a plurality of different gear modes.

As shown in fig. 1, the fifth gear assembly includes, as a preferred arrangement, an eighth driven wheel 503, a ninth driven wheel 504, which are hollow on the second intermediate shaft 5, and a fourth synchronizer 506 for selectively connecting the eighth driven wheel 503 or the ninth driven wheel 504. The fourth synchronizer 506 is fixedly arranged on the second intermediate shaft 5, the eighth driven wheel 503 and the ninth driven wheel 504 are respectively connected with the first input shaft 2 through the second gear assembly, so that the power on the first input shaft 2 can be transmitted to the second intermediate shaft 5 through the first gear assembly and the eighth driven wheel 503 by respectively engaging the fourth synchronizer 506 with the eighth driven wheel 503, and the power on the first input shaft 2 can be transmitted to the second intermediate shaft 5 through the ninth driven wheel 504 and the second gear assembly by engaging the fourth synchronizer 506 with the ninth driven wheel 504.

In addition, the eighth driven wheel 503 and the ninth driven wheel 504 can be respectively transmitted with the first intermediate shaft 4 through the second gear assembly, so that the power on the first intermediate shaft 4 can be transmitted to the second intermediate shaft 5 through the second gear assembly and the eighth driven wheel 503 or the ninth driven wheel 504.

As also shown in fig. 1, as a preferred possible embodiment, the second gear assembly includes a third driving wheel 201 and a fourth driving wheel 202 fixedly arranged on the first input shaft 2, a third driven wheel 403 and a fourth driven wheel 404 freely sleeved on the first intermediate shaft 4, and a second synchronizer 406 for selectively connecting the third driven wheel 403 or the fourth driven wheel 404. The second synchronizer 406 is fixedly arranged on the second countershaft 5, the third driving wheel 201 and the third driven wheel 403 are connected in a gear meshing manner, the fourth driving wheel 202 and the fourth driven wheel 404 are connected in a gear meshing manner, and the fourth synchronizer 506 is selectively connected with the third driven wheel 403 or the fourth driven wheel 404, so that power transmission between the first input shaft 2 and the first countershaft 4 can be realized through the third driving wheel 201, the third driven wheel 403 and the second synchronizer 406, or through the fourth driving wheel 202, the fourth driven wheel 404 and the second synchronizer 406, and the gear shifting and the vehicle speed adjustment are facilitated while arrangement is facilitated.

In a preferred arrangement, the eighth driven wheel 503 is in gear engagement with the third driving wheel 201, and the ninth driven wheel 504 is in gear engagement with the fourth driving wheel 202, so that power transmission between the first input shaft 2 and the second intermediate shaft 5 can be realized through the third driving wheel 201, the eighth driven wheel 503 and the fourth synchronizer 506, or through the fourth driving wheel 202, the ninth driven wheel 504 and the fourth synchronizer 506, respectively. In addition, through the arrangement, power transmission between the first intermediate shaft 4 and the second intermediate shaft 5 is realized through the second synchronizer 406, the third driven wheel 403, the third driving wheel 201, the eighth driven wheel 503 and the fourth synchronizer 506, or through the fourth driven wheel 404, the fourth driving wheel 202, the ninth driven wheel 504 and the fourth synchronizer 506, so that multiple gear modes can be realized in various driving modes.

It should be noted that the eighth driven wheel 503 can be connected with the third driving wheel 201 in a gear engagement manner, and can also be connected with the third driven wheel 403 in a gear engagement manner, and the ninth driven wheel 504 can be connected with the fourth driving wheel 202 in a gear engagement manner, and can also be connected with the fourth driven wheel 404 in a gear engagement manner. In addition, the eighth driven wheel 503 and the ninth driven wheel 504 are provided on the second intermediate shaft 5, so that the space of the gearbox can be fully utilized, the occupied space is small, and the gear modes are more.

Also as a preferable feasible implementation form, in this embodiment, the first intermediate shaft 4 is fixedly provided with a sixth driving wheel 407, the second intermediate shaft 5 is fixedly provided with a seventh driving wheel 507, and the sixth driving wheel 407 and the seventh driving wheel 507 are respectively in transmission connection with a seventh driven wheel 601 fixedly arranged on the output shaft 6, so that power on the first intermediate shaft 4 can be favorably transmitted to the output shaft 6 through the sixth driving wheel 407 and the seventh driven wheel 601, or power on the second intermediate shaft 5 can be favorably transmitted to the output shaft 6 through the seventh driving wheel 507 and the seventh driven wheel 601.

In addition, the present embodiment further includes a first motor 10, and the first motor 10 transmits power to the outside through a fourth gear assembly, as a preferred arrangement, the fourth gear assembly includes a fifth driving wheel 1001 fixed on the power output shaft of the first motor 10, and the fifth driving wheel 1001 is engaged with the third driven wheel 403 of the first gear assembly. Therefore, the power of the first motor 10 is conveniently transmitted to the power output shaft through the fifth driving wheel 1001, the third driven wheel 403 and the second synchronizer 406, and the fifth driving wheel 1001 is in transmission connection with the third driven wheel 403, so that the overall length of the hybrid special gearbox is favorably shortened, and the whole vehicle arrangement of the hybrid special gearbox is favorably realized. In addition, the fifth driving pulley 1001 may be engaged with the fourth driven pulley 404, and at this time, the power output from the motor is transmitted to the first countershaft 4 via the fifth driving pulley 1001, the fourth driven pulley 404, and the second synchronizer 406.

Of course, instead of connecting the first electric motor 10 to the first countershaft 4 via the fifth driving wheel 1001 and the first gear assembly in driving connection, it is also possible to connect the first electric motor 10 to the first countershaft 4 via the fifth driving wheel 1001 and the second gear assembly in driving connection, or to connect the first electric motor 10 to the second countershaft 5 via the fifth driving wheel 1001 and the third gear assembly in driving connection, or to connect the first electric motor 10 to the second countershaft 5 via the fifth driving wheel 1001 and the fifth gear assembly in driving connection.

The special gearbox that thoughtlessly moves of this embodiment through the arrangement form of optimizing each transmission shaft and each gear assembly, compact structure not only can realize multiple different fender position mode moreover to can be better satisfy the user demand.

Further, the present embodiment relates to a vehicle drive apparatus including the hybrid-dedicated transmission as described above, and further including the engine 20 and the control mechanism 1. The control mechanism 1 is arranged at a power output end of the engine 20 and is used for controlling the power on-off between the first input shaft 2 and the power output end of the engine 20 and the power on-off between the second input shaft 3 and the power output end of the engine 20, so that the engine 20 can respectively output power to the first input shaft 2 and the second input shaft 3, and the modes of various gears can be conveniently realized.

In addition, the vehicle drive apparatus further includes a third input shaft 1a, and preferably the third input shaft 1a is arranged coaxially with the first input shaft 2, and the control mechanism 1 includes a first clutch 101 provided between a first end of the third input shaft 1a and the first input shaft 2, a second clutch 102 provided between the first end and the second input shaft 3, and a third clutch 103 provided between a second end of the third input shaft 1a and the engine 20.

The third clutch 103 is used to control the power on/off between the power output end of the engine 20 and the third input shaft 1a, and the first clutch 101 and the second clutch 102 can be individually disconnected or individually engaged, or they can be simultaneously engaged by using a control strategy in the prior art, so that the first input shaft 2 and the second input shaft 3 are linked, that is, the power on the first input shaft 2 can be transmitted to the second input shaft 3, or the power on the second input shaft 3 can be transmitted to the first input shaft 2.

Also, as a preferred arrangement, in the present embodiment, a second motor may be further included, and the third input shaft 1a may also serve as a motor shaft of the second motor. It should be noted that the transmission route of the following shift mode is described by taking the embodiment shown in fig. 1 as an example, and the first electric machine 10 shown in fig. 1 is referred to as an electric machine.

It should be noted that in the embodiment shown in fig. 1, the power output end of the first electric machine 10 may be connected to the gear wheel of the first input shaft 2, or may be connected to the gear wheel of the second input shaft 3, while in other embodiments, the third input shaft 1a may also be used as the motor shaft of the second electric machine, that is, the vehicle driving apparatus may have two electric machines. Alternatively, the first motor 10 may be omitted when the third input shaft 1a serves as a motor shaft of the second motor.

The vehicle driving apparatus of the present embodiment, except for the engine 20 and the control device, may be a hybrid-dedicated transmission, which has three driving modes, including an engine 20-only driving mode, an engine 20 and motor common driving mode, and a motor-only driving mode, and has a plurality of different gear modes in each driving mode, which can be referred to as follows.

In the single-drive mode of the engine 20, the hybrid transmission has seven forward gears and one reverse gear, and each gear mode is as follows:

a) the power transmission path of the hybrid transmission in the first gear mode when the engine 20 is driving can be as shown in fig. 2, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the fourth synchronizer 506 and the eighth driven wheel 503 engaged, which gear mode can be used as the first gear of the hybrid transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third driving wheel 201 → the eighth driven wheel 503 → the fourth synchronizer 506 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

b) The power transmission path in which the hybrid-dedicated transmission is in the second gear mode when the engine 20 is driven can be, as shown in fig. 3, the first clutch 101 is disengaged, the second clutch 102 is engaged, the third clutch 103 is engaged, and the first synchronizer 405 and the first driven wheels 401 are engaged, and this gear mode can be used as the second gear of the hybrid-dedicated transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving pulley 301 → the first driven pulley 401 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving pulley 407 → the seventh driven pulley 601 → the output shaft 6 → the differential 30.

c) The power transmission path of the hybrid-dedicated transmission in the third gear mode when the engine 20 is driving can be as shown in fig. 4, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the second synchronizer 406 and the third driven wheels 403 engaged, which gear mode can be used as the third gear of the hybrid-dedicated transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third drive pulley 201 → the third driven pulley 403 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth drive pulley 407 → the seventh driven pulley 601 → the output shaft 6 → the differential 30.

d) The power transmission path for the hybrid-dedicated transmission in the fourth gear mode when the engine 20 is driving can be as shown in fig. 5, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, and the third synchronizer 505 engaged with the sixth driven wheel 502, which gear mode can be used as the fourth gear of the hybrid-dedicated transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the sixth driven wheel 502 → the third synchronizer 505 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

e) The power transmission path for the hybrid-specific gearbox in the fifth gear mode when the engine 20 is driving can be as shown in fig. 6 with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the fourth synchronizer 506 and the ninth driven wheel 504 engaged, which gear mode can be used as the fifth gear of the hybrid-specific gearbox.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driver 202 → the ninth driven wheel 504 → the fourth synchronizer 506 → the second intermediate shaft 5 → the seventh driver 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

f) The power transmission path for the hybrid transmission in the sixth gear mode when the engine 20 is driving can be as shown in fig. 7, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 and the second driven wheels 402 engaged, which gear mode can be used as the fifth gear of the hybrid transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the second driven wheel 402 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

g) The power transmission path for the hybrid-dedicated transmission in the seventh gear mode when the engine 20 is driving can be as shown in fig. 8, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the second synchronizer 406 and the fourth driven wheels 404 engaged, which gear mode can be used as the fifth gear of the hybrid-dedicated transmission.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driving wheel 202 → the fourth driven wheel 404 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

h) The power transmission path for the hybrid transmission in reverse gear mode with the engine 20 on can be as shown in fig. 9 with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the third synchronizer 505 and the fifth driven wheels 501 engaged.

In this case, the power transmission route is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the fifth driven wheel 501 → the third synchronizer 505 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The hybrid transmission also has seven forward gears and one reverse gear in the common driving mode of the engine 20 and the motor, and the gear modes are as follows:

a) when the engine 20 and the electric machine are driven together, the power transmission path of the hybrid transmission in the first gear mode can be as shown in fig. 10, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, and the fourth synchronizer 506 and the eighth driven wheel 503 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third driving wheel 201 → the eighth driven wheel 503 → the fourth synchronizer 506 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → eighth driven wheel 503 → fourth synchronizer 506 → second intermediate shaft 5 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

b) When the engine 20 and the electric motor are driven together, the power transmission path of the hybrid transmission in the second gear mode may be as shown in fig. 11, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 engaged with the first driven wheels 401, and the second synchronizer 406 engaged with the third driven wheels 403.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

c) When the engine 20 and the electric machine are driven together, the power transmission path of the hybrid transmission in the third gear mode may be as shown in fig. 12, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the second synchronizer 406 and the third driven wheel 403 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the third driving wheel 201 → the third driven wheel 403 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

d) When the engine 20 and the electric machine are driven together, the power transmission route of the hybrid transmission in the fourth gear mode can be as shown in fig. 13, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, and the third synchronizer 505 engaged with the sixth driven wheel 502.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the sixth driven wheel 502 → the third synchronizer 505 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → eighth driven wheel 503 → fourth synchronizer 506 → second intermediate shaft 5 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

e) When the engine 20 and the electric machine are driven together, the power transmission path of the hybrid transmission in the fifth gear mode can be as shown in fig. 14, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, the fourth synchronizer 506 engaged and the ninth driven wheel 504 engaged.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driving wheel 202 → the ninth driven wheel 504 → the fourth synchronizer 506 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → fourth driving wheel 202 → ninth driven wheel 504 → fourth synchronizer 506 → second intermediate shaft 5 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

f) When the engine 20 and the electric machine are driven together, the power transmission route of the hybrid transmission in the sixth gear mode can be as shown in fig. 15, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the first synchronizer 405 engaged with the second driven wheels 402, and the third driven wheels 403 engaged with the second synchronizer 406.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the second driving wheel 302 → the second driven wheel 402 → the first synchronizer 405 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

g) When the engine 20 and the electric machine are driven together, the power transmission path of the hybrid transmission in the seventh gear mode can be as shown in fig. 16, with the first clutch 101 engaged, the second clutch 102 disengaged, the third clutch 103 engaged, and the second synchronizer 406 engaged with the fourth driven wheel 404.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the first clutch 101 → the first input shaft 2 → the fourth driving wheel 202 → the fourth driven wheel 404 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → fourth driving wheel 202 → fourth driven wheel 404 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

h) When the engine 20 and the electric machine are driven together, the power transmission path of the hybrid transmission in the reverse gear mode can be as shown in fig. 17, with the first clutch 101 disengaged, the second clutch 102 engaged, the third clutch 103 engaged, the third synchronizer 505 and the fifth driven wheel 501 engaged, and the third driven wheel 403 engaged with the second synchronizer 406. It should be noted that the gear mode can be realized by adjusting the rotation speed and the steering direction of the electric motor to match the power transmission route of the engine 20.

At this time, the power transmission route of the engine 20 is: the engine 20 → the third clutch 103 → the third input shaft 1a → the second clutch 102 → the second input shaft 3 → the first driving wheel 301 → the first driven wheel 401 → the fifth driven wheel 501 → the third synchronizer 505 → the second intermediate shaft 5 → the seventh driving wheel 507 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

The power transmission route of the motor is as follows: motor → fifth driving wheel 1001 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

In the single-motor driving mode, the hybrid special gearbox also has seven forward gears and one reverse gear, and each gear mode is as follows:

a) when the electric machine is driven alone, the power transmission path of the hybrid transmission in the first gear mode can be as shown in fig. 18, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third clutch 103 disengaged, and the fourth synchronizer 506 and the eighth driven wheel 503 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → eighth driven wheel 503 → fourth synchronizer 506 → second intermediate shaft 5 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

b) When the motor is driven alone, the power transmission path of the hybrid transmission in the second gear mode may be as shown in fig. 19, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the first synchronizer 405 engaged with the first driven wheel 401.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → first clutch 101 → third input shaft 1a → second clutch 102 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → first synchronizer 405 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

c) When the electric machine is driven alone, the power transmission route of the hybrid transmission in the third gear mode may be as shown in fig. 20, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third clutch 103 disengaged, and the second synchronizer 406 and the third driven wheels 403 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → second synchronizer 406 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

d) When the electric machine is driven alone, the power transmission route of the hybrid transmission in the fourth gear mode can be as shown in fig. 21, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the third synchronizer 505 engaged with the sixth driven wheel 502.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → first clutch 101 → third input shaft 1a → second clutch 102 → second input shaft 3 → second driving wheel 302 → sixth driven wheel 502 → third synchronizer 505 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

e) When the electric machine is driven alone, the power transmission path for the hybrid transmission in the fifth gear mode can be as shown in fig. 22, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third clutch 103 disengaged, and the fourth synchronizer 506 and the ninth driven wheel 504 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → fourth driving wheel 202 → ninth driven wheel 504 → second intermediate shaft 5 → seventh driving wheel 507 → seventh driven wheel 601 → output shaft 6 → differential 30.

f) When the motor is driven alone, the power transmission path of the hybrid transmission in the sixth gear mode can be as shown in fig. 23, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the first synchronizer 405 and the second driven wheels 402 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → first clutch 101 → third input shaft 1a → second clutch 102 → second input shaft 3 → second driving wheel 302 → second driven wheel 402 → first clutch 101 → first intermediate shaft 4 → sixth driving wheel 407 → seventh driven wheel 601 → output shaft 6 → differential 30.

g) When the electric machine is driven alone, the power transmission path of the hybrid transmission in the seventh gear mode can be as shown in fig. 24, with the first clutch 101 disengaged, the second clutch 102 disengaged, the third clutch 103 disengaged, and the second synchronizer 406 and the fourth driven wheels 404 engaged.

In this case, the power transmission route is: the motor → the fifth driving wheel 1001 → the third driven wheel 403 → the third driving wheel 201 → the first input shaft 2 → the fourth driving wheel 202 → the fourth driven wheel 404 → the second synchronizer 406 → the first intermediate shaft 4 → the sixth driving wheel 407 → the seventh driven wheel 601 → the output shaft 6 → the differential 30.

h) When the electric machine is driven alone, the power transmission path for the hybrid transmission in reverse gear mode can be as shown in fig. 25, with the first clutch 101 engaged, the second clutch 102 engaged, the third clutch 103 disengaged, and the third synchronizer 505 and the fifth driven wheels 501 engaged.

In this case, the power transmission route is: motor → fifth driving wheel 1001 → third driven wheel 403 → third driving wheel 201 → first input shaft 2 → first clutch 101 → third input shaft 1a → second clutch 102 → second input shaft 3 → first driving wheel 301 → first driven wheel 401 → fifth driven wheel 501 → third synchronizer 505 → second intermediate shaft 5 → first driving wheel 301 → seventh driven wheel 601 → output shaft 6 → differential 30.

It should be noted that the power transmission route of the hybrid dedicated transmission in the reverse gear when the motor is driven alone is only the power transmission route of the hybrid dedicated transmission in the reverse gear compared to other forward gears, and the hybrid dedicated transmission is in the power transmission route of the reverse gear when the steering of the motor is not changed.

In addition, fig. 1 only illustrates that the power output end of the motor is connected with the third driven wheel 403, and the power output end of the motor can also be connected with the first driven wheel 401 or the second driven wheel 402 on the first intermediate shaft 4, in this case, the power transmission route of each gear mode is basically the same as the above power transmission route, except that the power of the motor is directly transmitted to the second input shaft 3, and then the power is transmitted to the first input shaft 2, the first intermediate shaft 4 or the second intermediate shaft 5 according to the engagement and disengagement of each clutch and synchronizer.

It should be noted that the power output end of the motor may also be connected to the gear on the second intermediate shaft 5, and if the power output end of the motor is connected to the fifth driven wheel 501 or the sixth driven wheel 502 on the second intermediate shaft 5, the power of the motor can be directly transmitted to the second input shaft 3, and then transmitted to the first input shaft 2, the first intermediate shaft 4, or the second intermediate shaft 5 according to the engagement and disengagement of each clutch and synchronizer. If the power output end of the motor is connected to the eighth driven wheel 503 or the ninth driven wheel 504 of the second intermediate shaft 5, the power of the motor can be directly transmitted to the first input shaft 2, and then the power can be transmitted to the first input shaft 2, the first intermediate shaft 4, or the second intermediate shaft 5 according to the engagement and disengagement of the first clutch 101, the second clutch 102, and the third clutch 103.

In addition, the third input shaft 1a may be used as a motor shaft of the second motor, and in this case, the first motor 10 may be provided or not provided, and the first motor 10 is not provided for example, and when the third clutch 103 is disengaged, only the motor drive mode may be realized. When the third clutch 103 is engaged, the common driving mode of the engine 20 and the motor is realized, the control power can be transmitted backwards through the first input shaft 2 or the second input shaft 3 or through the first input shaft 2 and the second input shaft 3 simultaneously according to the engagement and disengagement of the first clutch 101 and the second clutch 102, and when the third clutch 103 is engaged, the motor can be controlled not to work, and the separate driving mode of the engine 20 is realized, and the power transmission route of each gear mode can still refer to the above.

Finally, it should be noted that, in the vehicle driving apparatus of the embodiment, the control device may further not include the third clutch 103 and the third input shaft 1a, and only includes the first clutch 101 and the second clutch 102, at this time, the power output end of the engine is connected to the first input shaft 2 through the first clutch 101, and the power output end of the engine is connected to the second input shaft 3 through the second clutch 102, so that the arrangement position of the first electric machine 10 can still be referred to as shown in fig. 1, when the first electric machine 10 does not operate, the engine 20 is implemented in the single driving mode, and the power transmission route of each shift mode can still be referred to above. When the first clutch 101 and the second clutch 102 are both disengaged, a motor-independent driving mode is realized, and at this time, the power of the motor cannot be transmitted to the second input shaft 3, and the power transmission routes only include the first gear mode, the third gear mode, the fifth gear mode, and the seventh gear mode, and the power transmission routes of the gear modes can still refer to the above. When the first clutch 101 is engaged, the common driving mode of the engine 20 and the motor can be realized, and the power transmission routes only have the first gear mode, the third gear mode, the fifth gear mode and the seventh gear mode, and the power transmission routes of the gear modes can still refer to the above description.

In addition, the power output end of the first motor 10 can be engaged with the first driven wheel 401 or the second driven wheel 402 on the first intermediate shaft 4, and the power output by the motor cannot be transmitted to the first input shaft 2 and can only be transmitted to the output shaft 6 through the first input shaft 2, the first intermediate shaft 4 or the second intermediate shaft 5. In addition, the power output end of the first motor 10 can be connected to a fifth driven wheel 501 or a sixth driven wheel 502 on the second intermediate shaft 5, so that the power output by the motor cannot be transmitted to the first input shaft 2, or connected to an eighth driven wheel 503 or a ninth driven wheel 504 on the second intermediate shaft 5, so that the power output by the motor cannot be transmitted to the second input shaft 3.

In the above configuration, in a parking state where the vehicle remaining capacity is low, the first motor 10 and/or the second motor generates power to charge the vehicle battery.

The vehicle drive apparatus of the embodiment, by providing the engine 20, the control mechanism 1, and the third input shaft 1a, allows the power of the engine 20 to be transmitted outward via the first input shaft 2 or the second input shaft 3, and also allows the power of the motor to be transmitted outward via the first input shaft 2 and the second input shaft 3, or to be transmitted outward only via the first input shaft 2 or only via the second input shaft 3. Therefore, multiple driving modes such as single driving of the engine 20, single driving of the motor, common driving of the engine 20 and the motor and the like can be realized, and a plurality of gear modes are provided in each driving mode, so that the use requirement can be better met.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A special gearbox for hybrid is characterized in that:

the transmission comprises a first input shaft (2), a second input shaft (3), a first gear assembly, a second gear assembly, a first intermediate shaft (4), a second intermediate shaft (5) and an output shaft (6);

a shaft hole is formed in the second input shaft (3), and the first input shaft (2) penetrates through the shaft hole; the first input shaft (2) is in transmission connection with the first intermediate shaft (4) through the second gear assembly, and the second input shaft (3) is in transmission connection with the first intermediate shaft (4) through the first gear assembly;

the second input shaft (3) is in transmission connection with a third gear assembly on the second intermediate shaft (5) through the first gear assembly, and the first intermediate shaft (4) is selectively connected with the second intermediate shaft (5) through the first gear assembly and the third gear assembly;

a fifth gear assembly is arranged on the second intermediate shaft (5), and the first input shaft (2) or the first intermediate shaft (4) is selectively connected with the second intermediate shaft (5) through the second gear assembly and the fifth gear assembly;

the first intermediate shaft (4) and the second intermediate shaft (5) are in transmission connection with the output shaft (6) respectively.

2. The hybrid-specific gearbox of claim 1, wherein:

the third gear assembly comprises a fifth driven wheel (501) and a sixth driven wheel (502) which are sleeved on the second intermediate shaft (5) in an empty way, and a third synchronizer (505) which is used for selectively connecting the fifth driven wheel (501) or the sixth driven wheel (502);

the fifth driven wheel (501) is connected with the first intermediate shaft (4) through the first gear assembly, and the sixth driven wheel (502) is connected with the second input shaft (3) through the first gear assembly.

3. The hybrid-specific gearbox of claim 2, wherein:

the first gear assembly comprises a first driving wheel (301) and a second driving wheel (302) which are arranged on the second input shaft (3), a first driven wheel (401) and a second driven wheel (402) which are arranged on the first intermediate shaft (4), and a first synchronizer (405) which can be selectively connected with the first driven wheel (401) or the second driven wheel (402);

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

the first driven wheel (401) or the second driven wheel (402) is in transmission connection with the fifth driven wheel (501); the first driving wheel (301) or the second driving wheel (302) is in transmission connection with the sixth driven wheel (502).

4. The hybrid-specific gearbox of claim 1, wherein:

the fifth gear assembly comprises an eighth driven wheel (503) which is hollow sleeved on the second intermediate shaft (5), a ninth driven wheel (504), and a fourth synchronizer (506) which is used for selectively connecting the eighth driven wheel (503) or the ninth driven wheel (504);

the eighth driven wheel (503) and the ninth driven wheel (504) are connected to the first input shaft (2) or the first intermediate shaft (4) via the second gear assembly, respectively.

5. The hybrid-specific gearbox of claim 4, wherein:

the second gear assembly comprises a third driving wheel (201) and a fourth driving wheel (202) arranged on the first input shaft (2), a third driven wheel (403) and a fourth driven wheel (404) arranged on the first intermediate shaft (4), and a second synchronizer (406) used for selectively connecting the third driven wheel (403) or the fourth driven wheel (404);

the third driving wheel (201) is in transmission connection with the third driven wheel (403), and the fourth driving wheel (202) is in transmission connection with the fourth driven wheel (404);

the eighth driven wheel (503) is in transmission connection with the third driving wheel (201) or the third driven wheel (403); the ninth driven wheel (504) is in transmission connection with the fourth driving wheel (202) or the fourth driven wheel (404).

6. The hybrid-specific gearbox of claim 1, wherein:

a sixth driving wheel (407) is arranged on the first intermediate shaft (4);

a seventh driving wheel (507) is arranged on the second intermediate shaft (5);

the sixth driving wheel (407) and the seventh driving wheel (507) are respectively in transmission connection with a seventh driven wheel (601) on the output shaft (6).

7. The hybrid-specific gearbox of any one of claims 1 to 6, wherein:

the power transmission device is characterized by further comprising a first motor (10) with a fifth driving wheel (1001) arranged on a power output shaft, wherein the first motor (10) is connected with the first intermediate shaft (4) through the fifth driving wheel (1001) and the first gear assembly which are in transmission connection, or the first motor (10) is connected with the first intermediate shaft (4) through the fifth driving wheel (1001) and the second gear assembly which are in transmission connection, or the first motor (10) is connected with the second intermediate shaft (5) through the fifth driving wheel (1001) and the third gear assembly which are in transmission connection, or the first motor (10) is connected with the second intermediate shaft (5) through the fifth driving wheel (1001) and the fifth gear assembly which are in transmission connection.

8. A vehicle drive apparatus characterized in that:

-comprising a hybrid dedicated gearbox according to any of the claims 1 to 7, further comprising an engine (20) and a control mechanism (1);

the control mechanism (1) is arranged at a power output end of the engine (20), and the control mechanism (1) is used for controlling the power on-off between the first input shaft (2) and the power output end of the engine (20) and the power on-off between the second input shaft (3) and the power output end of the engine (20).

9. The vehicle drive apparatus according to claim 8, characterized in that:

further comprising a third input shaft (1 a);

the control mechanism (1) comprises a first clutch (101) arranged between a first end of the third input shaft (1a) and the first input shaft (2), a second clutch (102) arranged between the first end and the second input shaft (3), and a third clutch (103) arranged between a second end of the third input shaft (1a) and the engine (20).

10. The vehicle drive apparatus according to claim 9, characterized in that:

the motor also comprises a second motor, and the third input shaft (1a) is a motor shaft of the second motor.

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