CN219988992U - Transmission system and vehicle - Google Patents

Abstract

The utility model discloses a transmission system and a vehicle, wherein the transmission system comprises: the planetary gear train comprises an engine, a motor, a planetary gear train, an output shaft, a first controller and a second synchronizer, wherein a sun gear of the planetary gear train is in power connection with a second input shaft, a planetary carrier is connected with the first input shaft, a gear ring is sleeved on the first input shaft in a hollow mode, the gear ring is suitable for coupling power, the output shaft is selectively linked with the first input shaft and/or the second input shaft, the first controller is used for controlling the output shaft to be linked with the first input shaft and/or the second input shaft, the second synchronizer is connected with the first input shaft, the second synchronizer is selectively connected with the sun gear or the second input shaft, and the sun gear and the planetary carrier are relatively static when the second synchronizer is connected with the sun gear. From this, carry out mode through first controller, second synchronous ware and switch, make transmission system's mode richer, job stabilization nature is higher, dynamic nature, fuel economy are all better.

Description

Transmission system and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a transmission system and a vehicle.

Background

In the related technology, the pure electric vehicle has the problem of continuous mileage anxiety, the traditional fuel oil vehicle has the problem of emission pollution, and the hybrid technology can reduce the continuous mileage anxiety while improving the problem of emission pollution.

However, the existing hybrid scheme adopts a double-motor system, has high cost and heavy weight, and a parallel shaft type transmission framework can not realize power split, a low-speed engine can not be intervened, and the hybrid power system has the advantages of multiple application scene limitations and single working mode.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a transmission system, which adopts a single motor, simplifies the structure, reduces the cost, and simultaneously, can realize power split between the motor and the engine, and can ensure the dynamic performance and the economical efficiency of the engine due to the intervention of the engine under the full working condition.

The utility model further provides a vehicle adopting the transmission system.

A transmission system according to an embodiment of the first aspect of the present utility model includes: the planetary gear train comprises an engine, a motor, a planetary gear train, an output shaft, a first controller and a second synchronizer, wherein the engine is provided with a first input shaft, the motor is provided with a second input shaft, a sun gear of the planetary gear train is in power connection with the second input shaft, a planetary carrier is connected with the first input shaft, a gear ring is sleeved on the first input shaft and is suitable for coupling power, the output shaft is selectively linked with the first input shaft and/or the second input shaft, the first controller is used for controlling the output shaft to be linked with the first input shaft and/or the second input shaft, the second synchronizer is connected with the first input shaft, the second synchronizer is selectively engaged with the sun gear or the second input shaft, and the sun gear is relatively static with the planetary carrier when the second synchronizer is engaged with the sun gear.

According to the transmission system provided by the embodiment of the utility model, the mode is switched through the first controller and the second synchronizer, so that the working mode of the transmission system is richer, the working stability is higher, the power performance and the fuel economy are better, the pure electric mode with larger torque requirement can be realized, the structure is simplified, the cost is reduced, the power split can be realized between the motor and the engine, the engine can be intervened under the whole working condition, and the power performance and the economy of the engine can be ensured.

According to some embodiments of the utility model, the second input shaft is provided with a first driving gear and a second driving gear, the first driven gear is meshed with the first driving gear, the second driven gear is meshed with the second driving gear, and the second synchronizer is located between the first driven gear and the second driven gear and is selectively engaged with the second driven gear.

In some embodiments, the second driven gear is connected with the sun gear through a hollow shaft sleeved on the first input shaft, the second synchronizer is selectively engaged with the second driven gear, the first driven gear and the second driven gear are both sleeved on the first input shaft, and the first controller is connected with the sun gear and is selectively engaged with the second driven gear; or the first driving gear and the second driving gear are both sleeved on the second input shaft in a hollow mode, the second driven gear is connected with the sun gear, the first driven gear is sleeved on the first input shaft in a hollow mode, and the first controller is arranged on the second input shaft and is optionally engaged with the first driving gear or the second driving gear.

According to some embodiments of the utility model, the transmission system further comprises: the power output gear is in power connection with the gear ring, the power output gear is sleeved on the first input shaft, and the power output gear is in power connection with the output shaft.

Further, the first controller is coupled to the ring gear and selectively engageable with the power take-off gear; or the first controller is connected to the power take-off gear and is selectively engageable with the ring gear.

Further, the transmission system further includes: the intermediate shaft is provided with an intermediate shaft input gear and an intermediate shaft output gear, the intermediate shaft input gear is meshed with the power output gear, and the intermediate shaft output gear is meshed with the total output gear on the output shaft.

Further, the power take-off gear is connected to the ring gear, the first controller is disposed on the intermediate shaft, the intermediate shaft input gear is blank on the intermediate shaft, and the first controller is selectively engaged with the intermediate shaft input gear.

Further, the first controller is any one of a synchronizer and a clutch.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: the transmission system described in the above embodiment.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the present utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic illustration of a transmission system according to a first embodiment of the present utility model;

FIG. 2 is a schematic illustration of a transmission system according to a second embodiment of the present utility model;

FIG. 3 is a schematic illustration of a transmission system according to a third embodiment of the present utility model;

fig. 4 is a schematic diagram of a transmission system according to a fourth embodiment of the utility model.

Reference numerals:

the transmission system 100 is configured to transmit a torque,

an engine 10, a first input shaft 11, a first driven gear 12, a second driven gear 13, a hollow shaft 14, a power take-off gear 15,

the motor 20, the second input shaft 21, the first driving gear 22, the second driving gear 23,

planetary gear train 30, sun gear 31, planet gear carrier 32, ring gear 33, planet gears 34,

the output shaft 40, the overall output gear 41,

the first controller 50, the second synchronizer 60,

intermediate shaft 70, intermediate shaft input gear 71, intermediate shaft output gear 72.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

A transmission system 100 and a vehicle according to an embodiment of the present utility model are described below with reference to fig. 1-4.

As shown in fig. 1, 2, 3 and 4, a transmission system 100 according to an embodiment of the first aspect of the present utility model includes: engine 10, motor 20, planetary gear train 30, output shaft 40, first controller 50, and second synchronizer 60.

Wherein the engine 10 has a first input shaft 11, the electric machine 20 has a second input shaft 21, the sun gear 31 of the planetary gear train 30 is in power connection with the second input shaft 21, the planet carrier 32 is connected with the first input shaft 11, the ring gear 33 is sleeved on the first input shaft 11, the ring gear 33 is suitable for coupling power, the output shaft 40 is selectively linked with the first input shaft 11 and/or the second input shaft 21, the first controller 50 is used for controlling the output shaft 40 to be linked with the first input shaft 11 and/or the second input shaft 21, the second synchronizer 60 is connected with the first input shaft 11, the second synchronizer 60 is selectively engaged with the sun gear 31 or the second input shaft 21, and the sun gear 31 is relatively stationary with the planet carrier 32 when the second synchronizer 60 is engaged with the sun gear 31.

Specifically, the first input shaft 11 is disposed in parallel with the second output shaft 40, the first input shaft 11 is connected to the planetary carrier 32, the planetary carrier 32 can be driven to rotate by driving the planetary carrier 32 to rotate the planetary carrier 34, the planetary carrier 34 can further drive the ring gear 33 to rotate, the torque provided by the engine 10 can be transmitted to the ring gear 33, the second input shaft 21 is in power connection with the sun gear 31 (for example, direct connection and power transmission are realized, or power transmission is realized through one or more pairs of driving gears and driven gears meshed with each other), the motor 20 drives the sun gear 31 to rotate, the sun gear 31 drives the planetary carrier 34 and further drives the ring gear 33 to rotate, the torque provided by the motor 20 can be transmitted to the ring gear 33, and when both the motor 20 and the engine 10 provide power, the torque of the engine 10 and the torque of the motor 20 can be power coupled to the ring gear 33.

Further, the first controller 50 controls the first input shaft 11 and/or the second input shaft 21 to be linked with the output shaft 40 to transmit the torque of the engine 10 to the output shaft 40; or to transmit motor 20 torque to output shaft 40; or engine 10 torque and motor 20 torque are transferred to output shaft 40 after power coupling is completed at ring gear 33.

The second synchronizer 60 is connected to the first input shaft 11, when the second synchronizer 60 is engaged with the second input shaft 21, the torque of the engine 10 can be transmitted to the second input shaft 21 and drives the motor 20 to rotate so as to realize power generation, when the second synchronizer 60 is engaged with the sun gear 31, the sun gear 31 can be made to be stationary relative to the planet gears 34, the planet gears 34 and the sun gear 31 synchronously rotate and form an equivalent gear, and the equivalent gear is meshed with the gear ring 33 so as to realize direct driving of the engine 10.

In summary, the transmission system 100 of the present embodiment has at least the following modes of operation;

(1) Pure electric mode: the first controller 50 causes the second input shaft 21 to be linked with the output shaft 40, the second synchronizer 60 engages the second input shaft 21, and only the motor 20 is started, the power route is: the motor 20- & gt the second input shaft 21- & gt the second driving gear 23- & gt the second driven gear 13- & gt the sun gear 31- & gt the planet gear 34- & gt the gear ring 33- & gt the output shaft 40, so that pure electric driving is realized, in a pure electric mode, the sun gear 31 and the planet gear 34 are in meshed transmission, and the planet gear 34 and the gear ring 33 are in meshed transmission, so that multistage speed reduction and torque increase are realized, the driving stability and reliability in the pure electric driving mode can be improved, the full driving force is ensured, and the driving experience is improved;

(2) ECVT mode: the first controller 50 causes the first input shaft 11, the second input shaft 21 and the output shaft 40 to be linked, and only the engine 10 is started, and the power route is: engine 10→first input shaft 11→carrier 32→planet wheels 34→ring gear 33→output shaft 40; the power generation route is as follows: the engine 10, the first input shaft 11, the planet wheel carrier 32, the planet wheel 34, the sun wheel 31, the second driven gear, the second driving gear 23, the second input shaft 21 and the motor 20 are used for realizing ECVT driving, so that the requirements of medium and high vehicle speeds (such as high-speed cruising and the like) can be met, in addition, in the ECVT mode, the engine 10 can be adjusted to work in a fuel efficient interval while driving and generating electricity, and in the medium and high speed mode, the fuel efficiency is improved;

(3) Range extending mode: the second synchronizer 60 is engaged with the second input shaft 21, the engine 10 is started, the motor 20 is formed as a generator 20, and the power route is: engine 10, planetary wheel carrier 32, planetary wheels 34, sun wheel 31, first driven gear, first driving gear 22, second input shaft 21 and motor 20, so as to realize power generation and improve the endurance mileage.

(4) Engine 10 direct drive mode: the first controller 50 causes the first output shaft 40 to be linked with the output shaft 40, the second synchronizer 60 causes the carrier 32 to remain relatively stationary with the sun gear 31, and only the engine 10 is started, the power transmission route being: engine 10→first input shaft 11→carrier 32→planet gears 34→ring gear 33→output shaft 40 to achieve direct drive of engine 10.

(5) Mixing mode: the first controller 50 causes the first input shaft 11, the second input shaft 21 and the output shaft 40 to be linked, the engine 10 and the motor 20 are started, the route 1, the motor 20, the second input shaft 21, the second driving gear 23, the second driven gear, the sun gear 31, the planet wheel 34, the gear ring 33, the output shaft 40, the route 2, the engine 10, the first input shaft 11, the planet wheel carrier 32, the planet wheel 34, the gear ring 33 and the output shaft 40, namely, the torque of the motor 20 transmitted by the route 1 and the torque of the engine 10 transmitted by the route 2 are coupled on the gear ring 33 and transmitted to the output shaft 40, so that hybrid driving is realized, and the power is more abundant.

It can be appreciated that the transmission system 100 according to the embodiment of the present utility model has a pure electric mode, an ECVT mode, a range-extended mode, a direct-drive mode of the engine 10, and a hybrid mode, so that the engine 10 can work in a fuel efficiency interval, the system loss of the transmission system 100 is smaller, the fuel economy is improved, and the transmission system can be matched with the motor 20 to realize more output modes, and the transmission system has the advantages of abundant working modes, abundant power and high working stability.

According to the transmission system 100 of the embodiment of the utility model, the mode switching is performed through the first controller 50 and the second synchronizer 60, so that the working mode of the transmission system 100 is richer, the working stability is higher, the dynamic property and the fuel economy are better, a single motor is adopted, the structure is simplified, the cost is reduced, meanwhile, the power split between the motor 20 and the engine 10 can be realized, the engine 10 can be interposed under the full working condition, and the dynamic property and the economy of the engine 10 can be effectively ensured.

It should be noted that, in the present utility model, the connection refers to that two components are directly connected, and the power connection may be that two components are directly connected or two components are indirectly connected through other structural members, the linkage refers to the rotation relationship between the shafts, the first shaft and the second shaft are linked, and the first shaft rotates and the second shaft is driven to rotate.

As shown in fig. 1, according to some embodiments of the present utility model, a first driving gear 22 and a second driving gear 23 are provided on the second input shaft 21, the first driven gear 12 is engaged with the first driving gear 22, the second driven gear 13 is engaged with the second driving gear 23, and a second synchronizer 60 is located between the first driven gear 12 and the second driven gear 13 and is selectively engaged with the first driven gear 12.

Specifically, the first driven gear 12 and the second driven gear 13 may be located at the left and right sides of the second synchronizer 60, in the pure electric mode, the second synchronizer 60 is engaged with the second driven gear 13 to the left, the second input shaft 21 outputs power, the second driving gear 23 is engaged with the second driven gear 13 to transmit power to the sun gear 31, and further, the speed and torque of the output shaft 40 can be increased by sequentially engaging the sun gear 31, the planet gears 34 and the ring gear 33, so that the output rotation speed and torque of the output shaft are more reasonable, the driving force in the pure electric mode is more stable, in the range-increasing mode, the second synchronizer 60 is engaged with the first driven gear 12 to the left, the power generation is performed through the engaged speed ratio of the first driven gear 12 and the first driving gear 22, the speed ratio distribution is more reasonable, and the power generation efficiency can be higher.

It should be noted that, in the ECVT mode, the second driven gear 13 is meshed with the second driving gear 23 to achieve the power generation of the motor 20, while in the range-increasing mode, the first driven gear 12 is meshed with the first driving gear 22 to achieve the power generation of the motor 20, the two sets of transmission gears have different speed ratios, the torque distribution to the engine 10 is different, the power output to the output shaft 40 is focused in the ECVT mode, and the power output to the motor 20 is focused in the range-increasing mode, so as to achieve both the driving stability and the power generation efficiency.

In some embodiments, the second driven gear 13 is connected to the sun gear 31 via a hollow shaft 14 that is sleeved on the first input shaft 11, and the second synchronizer 60 is selectively engaged with the second driven gear 13.

Specifically, when switching to the direct drive mode of the engine 10, the sun gear 31 and the carrier 32 can be made relatively stationary by engagement of the second synchronizer 60 with the second driven gear 13. In this way, by the arrangement of the hollow shaft 14, the second synchronizer 60 can be arranged far away from the planetary gear train 30, so that interference between the second synchronizer 60 and the planetary gear train 30 is avoided, and the working stability and reliability of the transmission system 100 are improved.

In the third embodiment shown in fig. 3, the first driven gear 12 and the second driven gear 13 are both sleeved on the first input shaft 11, the first driving gear 22 and the second driving gear 23 are both connected to the second input shaft 21, and the first controller 50 is connected to the sun gear 31 and selectively engaged with the second driven gear 13.

That is, a specific arrangement of the first controller 50 may be that the planetary gear train 30 includes a carrier, a sun gear 31, a ring gear 33, and a planetary gear 34, the first controller 50 is connected to the sun gear 31 and is movable to the right as shown and the second driven gear 13 is engaged, the second driven gear 13 is in power connection with the sun gear 31, the carrier 32 is connected to the engine 10, the ring gear 33 is in power connection with the output shaft 40, and a pure electric mode may be realized by the action of the first controller 50, and a direct drive mode of the engine 10 may also be realized by the common control of the first controller 50 and the second synchronizer 60.

In the embodiment shown in fig. 4, in the fourth embodiment, the first driving gear 22 and the second driving gear 23 are both sleeved on the second input shaft 21, the second driven gear 13 is sleeved on the sun gear 31, the first driven gear 12 is connected with the first input shaft 11, and the first controller 50 is disposed on the second input shaft 21 and selectively engaged with the first driving gear 22 or the second driving gear 23.

That is, another specific arrangement of the first controller 50 may be that the second driven gear 13 is directly connected to the sun gear 31 between the first driving gear 22 and the second driving gear 23, the first controller 50 may be engaged with the first driving gear 22 to the left as shown, or engaged with the second driving gear 23 to the right, and when the first controller 50 is engaged with the first controller, the second driving gear 23 transmits power to the second driven gear 13, the second driven gear 13 drives the sun gear 31 to rotate synchronously, the sun gear 31 drives the planet carrier, the planet carrier drives the ring gear 33, and the ring gear 33 outputs power to the output shaft 40 to realize the pure electric mode, and the first controller 50 is engaged with the first driven gear 12 to the right, and the first driven gear 12 is directly connected to the first input shaft 11 to realize the range-increasing mode.

As shown in fig. 1-4, the transmission system 100 further includes: the power output gear 15, the power output gear 15 is connected with the gear ring 33 in a power way, the power output gear 15 is sleeved on the first input shaft 11, and the power output gear 15 is connected with the output shaft 40 in a power way.

Specifically, the power output gear 15 is in power connection with the gear ring 33, or the power output gear 15 and the gear ring 33 are indirectly connected through a transmission structure, or the power output gear 15 is directly connected with the gear ring 33, and the power output gear 15 is in power connection with the output shaft 40, so that the hybrid power of the power coupling at the gear ring 33 or the single power transmitted by the gear ring 33 is transmitted to the output shaft 40 through the power output gear 15, and the stability and reliability of the power transmission are improved.

It will be appreciated that in embodiments in which the power take-off gear 15 is indirectly connected to the ring gear 33, the first controller 50 is connected to the ring gear 33 and is selectively engageable with the power take-off gear 15; or the first controller 50 is connected to the power take-off gear 15 and is selectively engaged with the ring gear 33.

That is, in the modified embodiment shown in fig. 2, in the second embodiment, the ring gear 33 is connected to the first controller 50, the first controller 50 is selectively engaged with the power output gear 15 to achieve power transmission between the ring gear 33 and the power output gear 15, it is also possible to connect the power output gear 15 to the first controller 50, and the ring gear 33 is selectively engaged with the first controller 50 to achieve power transmission between the ring gear 33 and the power output gear 15, and it is also possible to control the output shaft 40 to be selectively linked with the first input shaft 11 and/or the second input shaft 21 by the engagement or disengagement of the first controller 50.

As shown in fig. 1, in the first embodiment, further, the transmission system 100 further includes: the intermediate shaft 70 and the power output gear 15 are sleeved on the first input shaft 11, the intermediate shaft 70 is provided with an intermediate shaft input gear 71 and an intermediate shaft output gear 72, the intermediate shaft input gear 71 is meshed with the power output gear 15, and the intermediate shaft output gear 72 is meshed with the total output gear 41 on the output shaft 40.

Thus, the intermediate shaft 70, the intermediate shaft input gear 71 and the intermediate shaft output gear 72 are provided and meshed with the power output gear 15 and the total output gear 41, respectively, so that the two-stage speed reduction and torque increase are realized, and the transmission stability and reliability of the transmission system 100 are improved.

In another arrangement of the first controller 50, as shown in fig. 2, the power take-off gear 15 is connected to the ring gear 33, the first controller 50 is provided to the intermediate shaft 70, and the intermediate shaft input gear 71 is idly fitted over the intermediate shaft 70, and the first controller 50 is selectively engaged with the intermediate shaft input gear 71.

The sun gear 31 is connected to the second driven gear 13, and the first controller 50 is selectively engaged with the intermediate shaft output gear 72, so that the power transmission of the output shaft 40 can be disconnected, and the same technical effects as the arrangement scheme of the first controller 50 are achieved, which is not described herein.

It should be noted that the first controller 50 may be any of a clutch and a synchronizer, and the shaft body where the first controller 50 is located may be selectively engaged with a gear, a ring gear, or the like which is correspondingly controlled by the first controller 50.

The power paths of the various modes of operation of the transmission 100 of the present embodiment are described in detail below:

(1) Pure electric mode: the first controller 50 causes the second input shaft 21 to be linked with the output shaft 40, the second synchronizer 60 to be engaged with the second driven gear 13, and only the motor 20 to be started, the power route being: the motor 20- & gt the second input shaft 21- & gt the sun gear 31- & gt the planet gears 34- & gt the gear ring 33- & gt the power output gear 15- & gt the intermediate shaft input gear 71- & gt the intermediate shaft 70- & gt the intermediate shaft output gear 72- & gt the total output gear 41- & gt the output shaft 40;

(2) ECVT mode: the first controller 50 causes the first input shaft 11, the second input shaft 21 and the output shaft 40 to be linked, and only the engine 10 is started, and the power route is: engine 10→first input shaft 11→carrier 32→planet wheel 34→ring gear 33→power output gear 15→intermediate shaft input gear 71→intermediate shaft 70→intermediate shaft output gear 72→total output gear 41→output shaft 40; the power generation route is as follows: engine 10→first input shaft 11→planet wheel carrier 32→planet wheel 34→sun wheel 31→second input shaft 21→motor 20;

(3) Range extending mode: the second synchronizer 60 is engaged with the first driven gear 12, the engine 10 is started, the motor 20 is formed as a generator 20, and the power route is: engine 10- & gt planet wheel carrier 32- & gt planet wheel 34- & gt sun wheel 31- & gt second input shaft 21- & gt motor 20 so as to realize power generation and improve the endurance mileage.

(4) Engine 10 direct drive mode: the first controller 50 causes the first output shaft 40 to be linked with the output shaft 40, the second synchronizer 60 causes the carrier 32 to remain relatively stationary with the sun gear 31 (i.e., engaged with the second driven gear 13), and only the engine 10 is started, the power transmission route being: engine 10→first input shaft 11→carrier 32→planet wheel 34→ring gear 33→power output gear 15→intermediate shaft input gear 71→intermediate shaft 70→intermediate shaft output gear 72→total output gear 41→output shaft 40;

(5) Mixing mode: the first controller 50 causes the first input shaft 11, the second input shaft 21 and the output shaft 40 to be linked, the engine 10 and the motor 20 are started, the route 1, the motor 20→the second input shaft 21→the sun gear 31→the planet gear 34→the ring gear 33→the power output gear 15→the intermediate shaft input gear 71→the intermediate shaft 70→the intermediate shaft output gear 72→the total output gear 41→the output shaft 40, the route 2, the engine 10→the first input shaft 11→the planet gear carrier 32→the planet gear 34→the ring gear 33→the power output gear 15→the intermediate shaft input gear 71→the intermediate shaft 70→the intermediate shaft output gear 72→the total output gear 41→the output shaft 40, that is, the torque of the motor 20 transmitted by the route 1 and the torque of the engine 10 transmitted by the route 2 are coupled on the ring gear 33.

It should be noted that, in terms of control logic, the change of the setting position of the first controller 50 still controls the first controller 50 to engage in various modes, except for the difference in the movement direction when the first controller 50 engages with the corresponding gear.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: the transmission system 100 in the above embodiment has the same technical effects as the transmission system 100 described above, and will not be described herein.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the present utility model, "plurality" means two or more.

In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A transmission system, comprising:

an engine (10), the engine (10) having a first input shaft (11);

-an electric motor (20), the electric motor (20) having a second input shaft (21);

the planetary gear system (30), the sun gear (31) of the planetary gear system (30) is in power connection with the second input shaft (21), the planet carrier (32) is connected with the first input shaft (11), the gear ring (33) is sleeved on the first input shaft (11), and the gear ring (33) is suitable for coupling power;

-an output shaft (40), said output shaft (40) being selectively coupled to said first input shaft (11) and/or said second input shaft (21);

-a first controller (50), the first controller (50) being adapted to control the output shaft (40) to be coupled to the first input shaft (11) and/or the second input shaft (21);

-a second synchronizer (60), said second synchronizer (60) being connected to said first input shaft (11), said second synchronizer (60) being selectively engageable with said sun gear (31) or said second input shaft (21), and said sun gear (31) and said planet carrier (32) being relatively stationary when said second synchronizer (60) is engaged with said sun gear (31).

2. A transmission system according to claim 1, characterized in that the second input shaft (21) is provided with a first driving gear (22) and a second driving gear (23), a first driven gear (12) is in engagement with the first driving gear (22), a second driven gear (13) is in engagement with the second driving gear (23), and the second synchronizer (60) is located between the first driven gear (12) and the second driven gear (13) and is selectively in engagement with the first driven gear (12).

3. A transmission system according to claim 2, characterized in that the second driven gear (13) is connected to the sun gear (31) by means of a hollow shaft (14) which is journalled in the first input shaft (11), and that the second synchronizer (60) is selectively engageable with the second driven gear (13).

4. The transmission system according to claim 2, wherein the first driven gear (12) and the second driven gear (13) are each hollow and sleeved on the first input shaft (11), and the first controller (50) is connected with the sun gear (31) and is selectively engaged with the second driven gear (13); or the first driving gear (22) and the second driving gear (23) are both sleeved on the second input shaft (21), the second driven gear (13) is connected with the sun gear (31), the first driven gear (12) is sleeved on the first input shaft (11), and the first controller (50) is arranged on the second input shaft (21) and is optionally engaged with the first driving gear (22) or the second driving gear (23).

5. The transmission system of claim 1, further comprising: the power output gear (15), power output gear (15) with ring gear (33) power connection, power output gear (15) empty cover in first input shaft (11), power output gear (15) with output shaft (40) power connection.

6. A transmission system according to claim 5, characterized in that the first control (50) is connected to the ring gear (33) and is selectively engageable with the power take-off gear (15); or the first controller (50) is connected to the power take-off gear (15) and is selectively engaged with the ring gear (33).

7. The transmission system of claim 5, further comprising: the power output gear (15) is sleeved on the first input shaft (11), a middle shaft input gear (71) and a middle shaft output gear (72) are arranged on the middle shaft (70), the middle shaft input gear (71) is meshed with the power output gear (15), and the middle shaft output gear (72) is meshed with the total output gear (41) on the output shaft (40).

8. The transmission system according to claim 7, wherein the power take-off gear (15) is connected to the ring gear (33), the first controller (50) is disposed on the intermediate shaft (70), and the intermediate shaft input gear (71) is blank on the intermediate shaft (70), the first controller (50) being selectively engageable with the intermediate shaft input gear (71).

9. The transmission system according to any one of claims 1-8, wherein the first controller (50) is any one of a synchronizer, a clutch.

10. A vehicle, characterized by comprising: the transmission system of any one of claims 1-9.