CN217842541U - Transmission and vehicle drive device - Google Patents

Abstract

The utility model provides a derailleur and vehicle drive arrangement, the utility model discloses a derailleur includes motor, input shaft, first gear train, second gear train, first jackshaft, third gear train and output shaft, and wherein, the motor passes through the fourth gear train and is connected with second gear train or first gear train transmission, and the input shaft is connected with output shaft transmission respectively through first gear train and second gear train, and first jackshaft passes through third gear train and selectively is connected with first gear train, and first jackshaft is connected with output shaft transmission. The utility model discloses a derailleur is through optimizing the inside transmission structure of derailleur to can shorten the whole length of derailleur when realizing multiple different gear mode, the derailleur of being convenient for is arranged on the vehicle, and improves the efficiency of derailleur.

Description

Transmission and vehicle drive device

Technical Field

The utility model relates to the technical field of vehicles, in particular to derailleur. And simultaneously, the utility model discloses still relate to an use this driven vehicle drive.

Background

The automobile transmission is one of the most important parts in an automobile transmission system, consists of a speed change transmission mechanism and an operating mechanism, and can change the transmission ratio of the automobile transmission system in function, so that the change range of the torque and the rotating speed of a driving wheel is expanded to adapt to frequently changed running conditions, and an engine works under favorable working conditions (namely, high power and low oil consumption); in addition, the automobile can be driven in the reverse direction under the condition that the rotation direction of the engine is not changed; in addition, by utilizing neutral, power transmission is interrupted, thereby enabling the engine to start, idle, and facilitate transmission shifting or power take off.

The conventional hybrid transmission is long in integral structure, cannot meet the requirement of transverse arrangement of the hybrid transmission, and is difficult to arrange in the whole vehicle. In addition, in the prior art, the transmission has more integrated gears on a power shaft 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 optimize its internal power transmission structure and improve its performance.

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

a transmission comprises a motor, an input shaft, a first gear set, a second gear set, a first intermediate shaft, a third gear set and an output shaft; the motor is in transmission connection with the second gear set or the first gear set through a fourth gear set; the input shaft is in transmission connection with the output shaft through the first gear set and the second gear set respectively; the first intermediate shaft is selectively connected to the first gear set through a third gear set, and the first intermediate shaft is in driving connection with the output shaft.

Further, the third gear set comprises a first intermediate wheel idly sleeved on the first intermediate shaft and a third synchronizer for selectively connecting the first intermediate wheel; the third synchronizer is arranged on the first intermediate shaft; the first intermediate wheel is in transmission connection with the first gear set.

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

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

Further, the fourth gear set comprises a fifth driving wheel, and the fifth driving wheel is arranged on a power output shaft of the motor; and the fifth driving wheel is in transmission connection with the first gear set or the second gear set respectively.

Furthermore, the fourth gear set also comprises a second intermediate shaft and a second intermediate wheel arranged on the second intermediate shaft; the second intermediate wheel is in transmission connection with the fifth driving wheel, and the second intermediate wheel is in transmission connection with the first gear set or the second gear set respectively.

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 output 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 used for selectively connecting the third driven wheel or the fourth driven wheel; the second intermediate wheel is in transmission connection with the third driving wheel or the fourth driving wheel.

Furthermore, a parking gear is arranged on the first intermediate shaft.

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

(1) Derailleur through arranging of first gear train and second gear train, be convenient for will come from the power of input shaft to output shaft transmission. Meanwhile, the arrangement of the third gear set enables the power transmitted to the input shaft to be selectively transmitted to the first intermediate shaft, and a reverse gear function can be realized. The utility model discloses a derailleur not only can realize multiple different gear mode through optimizing the power transmission structure that sets up between input shaft, first jackshaft and output shaft, can shorten the whole length of derailleur moreover, simultaneously for the power transmission is through less gear train, and can improve derailleur power transmission efficiency.

(2) The third gear set comprises a first intermediate wheel and a third synchronizer, and the third synchronizer is selectively connected with the first intermediate wheel, so that the power from the input shaft is transmitted to the first intermediate shaft through the first gear set and then transmitted to the output shaft, the reverse gear mode is convenient to realize, the performance of the transmission is further enriched, and the whole length of the transmission is favorably shortened.

(3) 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 is selectively connected with the first driven wheel or the second driven wheel through the first synchronizer, so that the power of the input shaft is transmitted to the output shaft, the arrangement is convenient, and the change of gears and the adjustment of the vehicle speed are convenient.

(4) The sixth driven wheel is arranged on the power output shaft, and the sixth driven wheel is in transmission connection with the sixth driving wheel, so that the power transmitted to the output shaft can be transmitted to the power output shaft, and the vehicle can be driven to move forwards. The seventh driving wheel is connected with the sixth driven wheel in a transmission mode, reverse gear is achieved conveniently, and the vehicle can be driven to retreat.

(5) The fifth driving wheel is arranged on the power output shaft of the motor, and the fifth driving wheel is in transmission connection with the first gear set or the second gear set respectively, so that the power output by the motor is transmitted to the input shaft through the first gear set or the second gear set, and further transmitted to the output shaft.

(6) The fifth driving wheel is in transmission connection with the second intermediate wheel through the second intermediate shaft and the second intermediate wheel, and the second intermediate wheel is in transmission connection with the first gear set or the second gear set, so that power output by the motor is transmitted to the input shaft through the fifth driving wheel and the second intermediate wheel. And through the second jackshaft that sets up, conveniently arrange motor and all the other spare parts in same one side, also do benefit to the whole length that shortens the derailleur.

(7) 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, and the third driven wheel or the fourth driven wheel can be selectively connected through the second synchronizer, so that the power of the input shaft is transmitted to the output shaft, the arrangement is convenient, and the gear shifting and the vehicle speed adjustment are convenient. By having the second intermediate wheel drivingly connected to the third drive wheel or the fourth drive wheel, power from the second intermediate shaft is conveniently transmitted to the input shaft, and the arrangement of the motor is facilitated.

(8) The parking gear is arranged on the first intermediate shaft, so that the internal structure of the transmission is compact.

Another object of the present invention is to provide a vehicle driving apparatus, comprising the transmission as described above, an engine and a control mechanism; the control mechanism is arranged between the engine and the input shaft and is used for controlling the power on-off between the input shaft and the engine.

Further, the control mechanism comprises a clutch arranged between a power output end of the engine and the input shaft.

(1) The utility model discloses a vehicle drive device through locating control mechanism between engine and the input shaft, can control the power of engine and transmit to the input shaft, from this, can realize multiple drive modes such as engine individual drive, motor individual drive and engine and the common drive of motor.

(2) The control mechanism includes a clutch that may be implemented using existing standard components, thereby reducing the overall cost of the vehicle drive.

Drawings

The accompanying drawings, which form a part of the present disclosure, are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description serve to explain the present disclosure. In the drawings:

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

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

FIG. 3 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 engine is driven;

FIG. 4 is a schematic power transmission path illustrating the transmission of the present invention in a third gear mode when the engine is running;

FIG. 5 is a schematic illustration of a power transmission path of a transmission according to an embodiment of the present invention in a fourth gear mode when the engine is powered;

FIG. 6 is a schematic power transmission path illustrating the transmission of the present invention in reverse mode when driven by an engine;

FIG. 7 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 the engine and the motor are driven together;

FIG. 8 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 engine and the motor are driven together;

FIG. 9 is a schematic diagram of a power transmission path of the transmission of the present invention in a third gear mode when the engine and the electric machine are driven together;

FIG. 10 is a schematic power transmission path illustrating the transmission of the present invention in a fourth gear mode when the engine and the electric machine are driven together;

FIG. 11 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 and the motor are driven together;

fig. 12 is a schematic diagram of a power transmission route of the transmission according to the embodiment of the present invention in the first gear mode when the motor is driven;

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

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

fig. 15 is a schematic diagram of a power transmission route of the transmission according to the embodiment of the present invention in the fourth gear mode when the motor is driven;

fig. 16 is a schematic diagram of a power transmission route of the transmission according to the embodiment of the present invention in a reverse gear mode when the motor is driven.

Description of the reference numerals:

1. a motor; 101. a fifth driving wheel;

2. an input shaft; 201. a first drive wheel; 202. a second drive wheel; 203. a third drive wheel, 204, a fourth drive wheel;

3. a first intermediate shaft; 301. a first intermediate wheel; 302. a third synchronizer; 303. a parking gear; 304. a seventh driving wheel;

4. an output shaft; 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;

5. a power take-off shaft; 501. a sixth driven wheel;

6. a second intermediate shaft; 601. a second intermediate wheel;

7. a clutch; 8. an engine; 9. a differential gear.

Detailed Description

It should be noted that, in the case of no conflict, the embodiments and features of the embodiments of the present invention may be combined with each other.

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 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 may 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, as shown in fig. 1, which mainly includes a motor 1, an input shaft 2, a first gear set, a second gear set, a first intermediate shaft 3, a third gear set, and an output shaft 4.

The motor 1 is in transmission connection with the second gear set or the first gear set through the fourth gear set, and the input shaft 2 is in transmission connection with the output shaft 4 through the first gear set and the second gear set respectively. With the above arrangement, in practical implementation, the power of the input shaft 2 can be transmitted to the output shaft 4 via the first gear set or the second gear set.

By connecting the motor 1 to the second gear set in a transmission manner, the power output by the motor 1 can be transmitted to the input shaft 2 and the output shaft 4 via the fourth gear set and the second gear set. The first intermediate shaft 3 is selectively connected with the first gear set through the third gear set, and the first intermediate shaft 3 is in transmission connection with the output shaft 4, so that the power on the input shaft 2 is transmitted to the first intermediate shaft 3 through the first gear set and the third gear set and then can be transmitted to the output shaft 4.

In a preferred embodiment, the third gear set comprises a first intermediate wheel 301, which is fitted loosely on first intermediate shaft 3, and a third synchronizer 302, which is provided on first intermediate shaft 3. And a third synchronizer 302 is adapted to selectively couple the first intermediate wheel 301, the first intermediate wheel 301 being in driving communication with the first gear set. Power transmission between input shaft 2 and first countershaft 3 is facilitated by the provision of first intermediate wheel 301 and third synchronizer 302.

As also shown in fig. 1, the first gear set includes a first driving pulley 201 and a second driving pulley 202 provided on the input shaft 2, a first driven pulley 401, a second driven pulley 402, and a first synchronizer 405 provided on the output shaft 4. The first driving wheel 201 is in transmission connection with a first driven wheel 401, and the second driving wheel 202 is in transmission connection with a second driven wheel 402. The first synchronizer 405 is used to selectively connect the first driven wheel 401 or the second driven wheel 402. In addition, the first intermediate wheel 301 is in transmission connection with the first driven wheel 401 or the second driven wheel 402, and in this embodiment, the first intermediate wheel 301 is preferably in meshing connection with the first driven wheel 401, so as to make the internal structure of the transmission compact.

In a preferred embodiment, the first driving wheel 201 and the second driving wheel 202 are fixedly connected to the input shaft 2, the first driven wheel 401 and the second driven wheel 402 are freely sleeved on the output shaft 4, the first driving wheel 201 is in meshing connection with the first driven wheel 401, and the second driving wheel 202 is in meshing connection with the second driven wheel 402.

When the first synchronizer 405 is connected to the first driven wheel 401, the power on the input shaft 2 is transmitted to the output shaft 4 via the first driving wheel 201 and the first driven wheel 401. When the first synchronizer 405 is connected to the second driven wheel 402, the power of the input shaft 2 is transmitted to the output shaft 4 via the second driving wheel 202 and the second driven wheel 402. Through being provided with first gear train, the power that conveniently realizes input shaft 2 is when to output shaft 4 transmission, also is convenient for realize the change of gear and the adjustment of the speed of a motor vehicle, and foretell first gear train's power transmission simple structure arranges also comparatively conveniently.

The output shaft 4 can be directly used as an input shaft of the differential 9, and directly used for outputting power to the differential 9. In a preferred embodiment, the transmission further includes a power output shaft 5, a sixth driven wheel 501 is disposed on the power output shaft 5, a sixth driving wheel 407 is disposed on the output shaft 4, a seventh driving wheel 304 is disposed on the first intermediate shaft 3, and the sixth driven wheel 501 is in transmission connection with the sixth driving wheel 407 and the seventh driving wheel 304, respectively.

Preferably, the power output shaft 5 can directly serve as a power input shaft of the differential 9 for delivering power to the differential 9. In addition, the sixth driven wheel 501 is fixedly connected to the power output shaft 5, the seventh driving wheel 304 is fixedly connected to the first intermediate shaft 3, the sixth driving wheel 407 is fixedly connected to the output shaft 4, the sixth driving wheel 407 is meshed with the sixth driven wheel 501, and the seventh driving wheel 304 is meshed with the sixth driven wheel 501.

By connecting the sixth driving wheel 407 and the sixth driven wheel 501 in a transmission manner, the power on the output shaft 4 can be transmitted to the power output shaft 5, and the vehicle can be driven to move forward. By connecting the seventh driving wheel 304 and the sixth driven wheel 501 in a transmission manner, the power on the first intermediate shaft 3 can be transmitted to the power output shaft 5, so that reverse gear is realized, and the vehicle is driven to move backwards.

Preferably, the fourth gear set includes a fifth driving wheel 101, the fifth driving wheel 101 is disposed on the power output shaft of the motor 1, and by making the fifth driving wheel 101 in transmission connection with the second gear set, the power output by the motor 1 can be transmitted to the input shaft 2 via the fifth driving wheel 101 and the second gear set, and transmitted to the output shaft 4 via the input shaft 2. Of course, the fifth driving wheel 101 may also be in transmission connection with the first gear set, so that the power output by the motor 1 is transmitted to the input shaft 2 through the fifth driving wheel 101 and the first gear set, and is transmitted to the output shaft 4 through the input shaft 2.

As a preferred embodiment, as shown in fig. 1, the fourth gear set further includes a second intermediate shaft 6, and a second intermediate wheel 601 disposed on the second intermediate shaft 6, the second intermediate wheel 601 is in transmission connection with the fifth driving wheel 101, and the second intermediate wheel 601 is in transmission connection with the first gear set or the second gear set, respectively. Preferably, the second intermediate wheel 601 is fixedly arranged on the second intermediate shaft 6, the fifth driving wheel 101 is fixedly arranged on the power output shaft of the motor 1, and the second intermediate wheel 601 is in transmission connection with the second gear set. With the above arrangement, the power output from the motor 1 can be transmitted to the second intermediate shaft 6 through the fifth driving wheel 101 and the second intermediate wheel 601, and transmitted to the input shaft 2 and the output shaft 4 through the second intermediate wheel 601 and the second gear set.

As also shown in fig. 1, the second gear set includes a third driving pulley 203 and a fourth driving pulley 204 provided on the input shaft 2, a third driven pulley 403, a fourth driven pulley 404, and a second synchronizer 406 provided on the output shaft 4. The third driving wheel 203 is in transmission connection with the third driven wheel 403, the fourth driving wheel 204 is in transmission connection with the fourth driven wheel 404, and the second synchronizer 406 is used for selectively connecting the third driven wheel 403 or the fourth driven wheel 404. In a preferred embodiment, the second intermediate wheel 601 is in meshing connection with the third driving wheel 203 or the fourth driving wheel 204, and in this embodiment, for the convenience of arrangement, the second intermediate wheel 601 is preferably in meshing connection with the fourth driven wheel 404.

In a preferred embodiment, the third driving wheel 203 and the fourth driving wheel 204 are fixed on the input shaft 2, the third driven wheel 403 and the fourth driven wheel 404 are rotatably sleeved on the output shaft 4, the third driving wheel 203 and the third driven wheel 403 are meshed and connected, and the fourth driving wheel 204 and the fourth driven wheel 404 are meshed and connected. When the second synchronizer 406 fixed to the output shaft 4 is connected to the third driven wheel 403, the power of the input shaft 2 can be transmitted to the output shaft 4 via the third driving wheel 203 and the third driven wheel 403. When the second synchronizer 406 is connected to the fourth driven wheel 404, the power on the input shaft 2 can be transmitted to the output shaft 4 through the fourth driving wheel 204 and the fourth driven wheel 404.

Through being provided with the second gear train, when conveniently realizing the transmission of the power of input shaft 2 to output shaft 4, also be convenient for realize the change of gear and the adjustment of the speed of a motor vehicle, and foretell second gear train's power transmission simple structure, it is also comparatively convenient to arrange.

In this embodiment, the parking gear 303 is disposed on the first intermediate shaft 3, which is convenient to arrange, and also makes the transmission shorter and has a more compact internal structure.

The transmission of this embodiment not only can realize multiple different gear modes through optimizing the power transmission structure who sets up between input shaft 2, first jackshaft 3 and output shaft 4, can shorten the overall length of derailleur moreover for power transmission passes through the gear train quantity less, and can improve derailleur transmission efficiency.

Meanwhile, the embodiment also relates to a vehicle driving device which comprises the transmission, an engine 8 and a control mechanism. The control mechanism is arranged between the engine 8 and the input shaft 2 and is used for controlling the power connection and disconnection between the input shaft 2 and the engine 8.

As a preferred embodiment, the control mechanism comprises a clutch 7 arranged between the power take-off of the engine 8 and the input shaft 2. The clutch 7 selectively connects and disconnects the power output of the engine 8 to and from the input shaft 2. The clutch 7 can adopt the existing standard structure, thereby reducing the cost of the transmission.

The driving device of the embodiment has three driving modes, including an engine 8 single driving mode, an engine 8 and motor 1 common driving mode, and a motor 1 single driving mode, and each driving mode has a plurality of different gear modes, which can be referred to as follows.

The gear pattern in the engine 8-only drive mode is as follows:

1) The power transmission path for the transmission in the first gear mode with the engine 8 driving may be as shown in fig. 2 with the clutch 7 engaged and the first synchronizer 405 engaged with the first driven wheels 401, which gear mode may be used as first gear of the transmission.

At this time, the power transmission route is: the engine 8 → the clutch 7 → the input shaft 2 → the first driving wheel 201 → the first driven wheel 401 → the first synchronizer 405 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

2) The power transmission path for the transmission in the second gear mode with the engine 8 driving can be as shown in fig. 3, with the clutch 7 engaged and the second synchronizer 406 coupled to the third driven wheel 403, which gear mode can be used as the second gear of the transmission.

At this time, the power transmission route is: the engine 8 → the clutch 7 → the input shaft 2 → the third driving wheel 203 → the third driven wheel 403 → the second synchronizer 406 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

3) The power transmission path for the transmission in the third gear mode with the engine 8 driving can be as shown in fig. 4 with the clutch 7 engaged and the first synchronizer 405 engaged with the second driven wheels 402, which gear mode can be used as transmission third gear.

At this time, the power transmission route is: the engine 8 → the clutch 7 → the input shaft 2 → the second driving wheel 202 → the second driven wheel 402 → the first synchronizer 405 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

4) The power transmission path for the transmission in the fourth gear mode with the engine 8 driving, can be as shown in fig. 5, with the clutch 7 engaged and the second synchronizer 406 coupled to the fourth driven wheel 404, which gear mode can be used as the transmission fourth gear.

At this time, the power transmission route is: the engine 8 → the clutch 7 → the input shaft 2 → the fourth driving wheel 204 → the fourth driven wheel 404 → the second synchronizer 406 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

5) The power transmission path for the transmission in reverse mode with the engine 8 on can be as shown in fig. 6, with clutch 7 engaged and the third synchronizer 302 engaged with the first intermediate wheel 301.

In this case, the power transmission route is: the engine 8 → the clutch 7 → the input shaft 2 → the first driving wheel 201 → the first driven wheel 401 → the first intermediate wheel 301 → the third synchronizer 302 → the first intermediate shaft 3 → the seventh driving wheel 304 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

The gear modes in the common drive mode of the engine 8 and the motor 1 are as follows:

1) When the engine 8 and the electric machine 1 are driven together, the power transmission path of the transmission in the first gear mode can be as shown in fig. 7, with the clutch 7 engaged and the first synchronizer 405 engaged with the first driven wheel 401.

At this time, the power transmission route of the engine 8 is: the engine 8 → the clutch 7 → the input shaft 2 → the first driving wheel 201 → the first driven wheel 401 → the first synchronizer 405 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → first driving wheel 201 → first driven wheel 401 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

2) When the engine 8 and the electric machine 1 are driven together, the power transmission path of the transmission in the second gear mode can be as shown in fig. 8, with the clutch 7 engaged and the second synchronizer 406 engaged with the third driven wheel 403.

At this time, the power transmission route of the engine 8 is: the engine 8 → the clutch 7 → the input shaft 2 → the third driving pulley 203 → the third driven pulley 403 → the second synchronizer 406 → the output shaft 4 → the sixth driving pulley 407 → the sixth driven pulley 501 → the power output shaft 5 → the differential 9.

The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → third driving wheel 203 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → pto shaft 5 → differential 9.

3) When the engine 8 and the electric machine 1 are driven together, the power transmission path of the transmission in the third gear mode can be as shown in fig. 9, with the clutch 7 engaged and the first synchronizer 405 engaged with the second driven wheel 402.

At this time, the power transmission route of the engine 8 is: the engine 8 → the clutch 7 → the input shaft 2 → the second driving wheel 202 → the second driven wheel 402 → the first synchronizer 405 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → second driving wheel 202 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

4) When the engine 8 and the electric machine 1 are driven together, the power transmission path of the transmission in the fourth gear mode can be as shown in fig. 10, with the clutch 7 engaged and the second synchronizer 406 engaged with the fourth driven wheel 404.

At this time, the power transmission route of the engine 8 is: the engine 8 → the clutch 7 → the input shaft 2 → the fourth driving wheel 204 → the fourth driven wheel 404 → the second synchronizer 406 → the output shaft 4 → the sixth driving wheel 407 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → fourth driven wheel 404 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

5) When the engine 8 and the electric machine 1 are driven together, the power transmission path of the transmission in the reverse mode can be as shown in fig. 11, with the clutch 7 engaged and the third synchronizer 302 engaged with the first intermediate wheel 301.

At this time, the power transmission route of the engine 8 is: the engine 8 → the clutch 7 → the input shaft 2 → the first driving wheel 201 → the first driven wheel 401 → the first intermediate wheel 301 → the third synchronizer 302 → the first intermediate shaft 3 → the seventh driving wheel 304 → the sixth driven wheel 501 → the power output shaft 5 → the differential 9.

The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → first driving wheel 201 → first driven wheel 401 → first intermediate wheel 301 → third synchronizer 302 → first intermediate shaft 3 → seventh driving wheel 304 → sixth driven wheel 501 → power output shaft 5 → differential 9.

The gear pattern in the motor 1 single drive mode is as follows:

1) When the motor 1 is driven alone, the power transmission path of the transmission in the first gear mode may be as shown in fig. 12, with the clutch 7 disengaged and the first synchronizer 405 engaged with the first driven wheel 401. At this time, the power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → first driving wheel 201 → first driven wheel 401 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

2) When the motor 1 is driven alone, the power transmission path of the transmission in the second gear mode can be as shown in fig. 13, with the clutch 7 disconnected and the second synchronizer 406 engaged with the third driven wheel 403. At this time, the power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → third driving wheel 203 → third driven wheel 403 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → pto shaft 5 → differential 9.

3) When the motor 1 is driven alone, the power transmission path of the transmission in the third gear mode can be as shown in fig. 14, with the clutch 7 disengaged and the first synchronizer 405 engaged with the second driven wheel 402. At this time, the power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → second driving wheel 202 → second driven wheel 402 → first synchronizer 405 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

4) When the motor 1 is driven alone, the power transmission path of the transmission in the fourth gear mode can be as shown in fig. 15, with the clutch 7 disengaged and the second synchronizer 406 engaged with the fourth driven wheel 404. The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → fourth driven wheel 404 → second synchronizer 406 → output shaft 4 → sixth driving wheel 407 → sixth driven wheel 501 → power output shaft 5 → differential 9.

5) When the electric machine 1 is driven alone, the power transmission path of the transmission in the reverse gear mode can be as shown in fig. 16, with the clutch 7 disengaged and the third synchronizer 302 engaged with the first intermediate wheel 301. The power transmission route of the motor 1 is: motor 1 → fifth driving wheel 101 → second intermediate wheel 601 → fourth driving wheel 204 → input shaft 2 → first driving wheel 201 → first driven wheel 401 → first intermediate wheel 301 → third synchronizer 302 → first intermediate shaft 3 → seventh driving wheel 304 → sixth driven wheel 501 → power output shaft 5 → differential 9.

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 both the first clutch 101 and the second clutch 102 are in the off state. The vehicle driving apparatus of the present embodiment can control the power of the engine 8 to be transmitted to the input shaft 2 by providing the control mechanism between the engine 8 and the input shaft 2, thereby realizing a plurality of driving modes such as the engine 8 alone driving, the motor 1 alone driving, and the engine 8 and the motor 1 jointly driving, and facilitating the realization of a plurality of different shift modes.

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 (10)

1. A transmission, characterized by:

the gear-shifting mechanism comprises a motor (1), an input shaft (2), a first gear set, a second gear set, a first intermediate shaft (3), a third gear set and an output shaft (4);

the motor (1) is in transmission connection with the second gear set or the first gear set through a fourth gear set;

the input shaft (2) is in transmission connection with the output shaft (4) through the first gear set and the second gear set respectively;

the first intermediate shaft (3) is selectively connected with the first gear set through a third gear set, and the first intermediate shaft (3) is in transmission connection with the output shaft (4).

2. The transmission of claim 1, wherein:

said third group of gears comprises a first intermediate wheel (301) idly fitted on said first intermediate shaft (3), and a third synchronizer (302) for selectively connecting said first intermediate wheel (301);

the third synchronizer (302) is arranged on the first intermediate shaft (3);

the first intermediate wheel (301) is in transmission connection with the first gear set.

3. The transmission of claim 2, wherein:

the first gear set comprises a first driving wheel (201) and a second driving wheel (202) which are arranged on the input shaft (2), and a first driven wheel (401), a second driven wheel (402) and a first synchronizer (405) which are arranged on the output shaft (4);

the first driving wheel (201) is in transmission connection with the first driven wheel (401), and the second driving wheel (202) is in transmission connection with the second driven wheel (402);

the first synchronizer (405) is used for selectively connecting the first driven wheel (401) or the second driven wheel (402);

the first intermediate wheel (301) is in transmission connection with the first driven wheel (401) or the second driven wheel (402).

4. The transmission of claim 1, wherein:

the power output shaft (5) is also included;

a sixth driven wheel (501) is arranged on the power output shaft (5);

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

a seventh driving wheel (304) is arranged on the first intermediate shaft (3);

the sixth driven wheel (501) is in transmission connection with the sixth driving wheel (407) and the seventh driving wheel (304) respectively.

5. The transmission of claim 1, wherein:

the fourth gear set comprises a fifth driving wheel (101), and the fifth driving wheel (101) is arranged on a power output shaft of the motor (1);

and the fifth driving wheel (101) is in transmission connection with the first gear set or the second gear set respectively.

6. The transmission of claim 5, wherein:

the fourth gear set further comprises a second intermediate shaft (6) and a second intermediate wheel (601) arranged on the second intermediate shaft (6);

the second intermediate wheel (601) is in transmission connection with the fifth driving wheel (101), and the second intermediate wheel (601) is in transmission connection with the first gear set or the second gear set respectively.

7. The transmission of claim 6, 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 (403), a fourth driven wheel (404) and a second synchronizer (406) which are arranged on the output shaft (4);

the third driving wheel (203) is in transmission connection with the third driven wheel (403), and the fourth driving wheel (204) is in transmission connection with the fourth driven wheel (404);

the second synchronizer (406) is used for selectively connecting the third driven wheel (403) or the fourth driven wheel (404);

the second intermediate wheel (601) is in transmission connection with the third driving wheel (203) or the fourth driving wheel (204).

8. The transmission of any one of claims 1-7, wherein:

and a parking gear (303) is arranged on the first intermediate shaft (3).

9. A vehicle drive apparatus characterized in that:

comprising a transmission according to any of claims 1-7, further comprising an engine (8) and a control mechanism;

the control mechanism is arranged between the engine (8) and the input shaft (2) and is used for controlling the power on-off between the input shaft (2) and the engine (8).

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

the control mechanism comprises a clutch (7) arranged between a power output end of the engine (8) and the input shaft (2).

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