WO2025161542A1 - Gearbox, driving system and vehicle - Google Patents

Abstract

The present invention relates to the technical field of hybrid power systems, and relates to a gearbox, a driving system and a vehicle. The gearbox and the driving system can be applied to a pure electric or hybrid power road vehicle. According to the gearbox of the present invention, in a speed change mechanism from an intermediate shaft to an output shaft, a gear shifting driving end for inputting power to a corresponding gear is provided on the intermediate shaft; driving wheels of different gears are provided on one side of the gear shifting driving end and are freely and rotatably sleeved on the intermediate shaft, and a gear shifting action mechanism for correspondingly achieving gear shifting, for example, a gear shifting gear sleeve or a gear shifting clutch, is also provided on side of the intermediate shaft; when there are two or more intermediate shafts, the gear shifting action mechanisms of different intermediate shafts can overlap with each other to a certain extent in the radial direction of the gearbox. Compared with the solution that the gear shifting action mechanisms of the speed change mechanisms between different intermediate shafts and an output shaft are all provided on one side of the output shaft, the present invention can reduce the length of the output shaft, reduces the length of the gearbox and the length of the whole power system, saves the vehicle space, and is conducive to arrangement on a vehicle.

Description

Gearbox, drive system and vehicle Technical Field

The present invention relates to a gearbox, a drive system and a vehicle, belonging to the technical field of hybrid power systems. The gearbox and the drive system can be applied to highway commercial vehicles using pure electric or hybrid power drive systems.

Background Art

Pure electric and hybrid powertrains are widely used in commercial vehicles, which face complex operating conditions. For example, buses significantly increase their overall mass when fully loaded. Furthermore, they face the challenges of heavy-loaded hill climbing and high-speed driving. Therefore, compared to passenger cars, which only require a reduction mechanism at the power output, buses require a speed change and shift mechanism to meet the demands of various operating conditions. This requires balancing comfort and range, minimizing shifting jerks, and ensuring smooth, yet maximizing kinetic energy recovery.

The hybrid system takes into account energy conservation, environmental protection and endurance requirements, and is also a better solution in the field of new energy commercial vehicles. For hybrid electric drive systems, the working conditions faced are more complex, and it is also necessary to consider and realize the reasonable switching and joint driving of internal combustion engines and pure electric modes, as well as timely power generation and energy replenishment.

For new energy electric drive systems, the existing technologies include the following solutions:

The Chinese invention patent application, publication number CN116587823A, discloses a pure electric drive system and a vehicle employing this system. This system, through a dual-motor, dual-planetary gearbox design, achieves a two-speed drive mode, accommodating both high-speed and hill-climbing conditions. Furthermore, the shifting method allows for shifting without power interruption, improving driving comfort. However, the system offers limited driving modes, with only high and low speed gears, and lacks more detailed mode divisions to accommodate a wider range of driving conditions. This makes it difficult to adapt to more complex and diverse application scenarios and fails to meet the growing user demand for new energy commercial vehicles.

The Chinese utility model patent authorization announcement with the authorization announcement number CN216184445U discloses a light truck hybrid power system. The scheme provides a system configuration for the hybrid power system. The scheme adopts a multi-parallel shaft multi-speed AMT system to achieve the switching of multiple gears. There are two gears for both large speed ratio and small speed ratio to meet the needs of different subdivisions. In addition, the internal combustion engine and two electric motors can be driven simultaneously or independently, and the internal combustion engine can be driven directly or in an extended-range mode, providing a variety of driving modes. However, this power system has two sets of shift sleeves on the output shaft, corresponding to the two intermediate shafts, as the shifting mechanisms. Furthermore, a certain axial distance must be maintained between the shifting mechanisms to avoid interference, resulting in a long output shaft, a long transmission section, and the entire power system. When used in commercial vehicles such as buses or trucks, this occupies a large space in the vehicle's longitudinal direction, which is not conducive to the layout of the vehicle's power system. It also occupies space in the chassis or other available space in the vehicle, such as the cargo box, cargo bed, and passenger compartment.

Moreover, since driven gears corresponding to the gear positions need to be set on the output shafts on both sides of the different shifting action mechanisms, and the driven gears mesh with the driving gears of the corresponding gear positions, a large number of gears are used and the length of the system output shaft is long, which in turn leads to a large volume and weight, increased cost, and is not conducive to the layout and space utilization of the entire vehicle; it also reduces the energy consumption economy of the entire vehicle.

Summary of the Invention

The purpose of the present invention is to provide a gearbox to solve the problem of large axial size of the gearbox; to provide a drive system to solve the problem of long axial length of the drive system; and to provide a vehicle to solve the problem of large space occupied by the vehicle power system.

To achieve the above object, the solution of the present invention includes:

A technical solution of a gearbox of the present invention includes at least two input shafts and an output shaft, and intermediate shafts corresponding to the input shafts and transmission-connected thereto; a speed change mechanism is provided between each intermediate shaft and the output shaft, the speed change mechanism including a shift driving end provided on the corresponding intermediate shaft and a gear driving wheel rotatably sleeved on the corresponding intermediate shaft and adjacent to the shift driving end; the speed change mechanism has a gear engagement position in which the shift driving end is transmission-connected to the gear driving wheel of the corresponding gear and a neutral position in which neither the shift driving end is connected to the gear driving wheel; the gear driving wheel is transmission-connected to a gear driven wheel provided on the output shaft.

In the gearbox of the present invention, in the speed change mechanism from the intermediate shaft to the output shaft, the shift active end for inputting power to the corresponding gear is arranged on the intermediate shaft, the driving wheels of different gears are arranged on one side of the shift active end, and are freely rotatably sleeved on the intermediate shaft, and the corresponding shift action mechanism for realizing gear switching, such as a shift gear sleeve or a shift clutch, is also arranged on one side of the intermediate shaft. When there are two or more intermediate shafts, the shift action mechanisms of different intermediate shafts can be arranged in the radial direction of the gearbox. Compared to the prior art, the shifting mechanisms of the transmission mechanisms between the intermediate shafts and the output shaft are all located on one side of the output shaft. This reduces the length of the output shaft, the axial dimension of the transmission, and, consequently, the length of the entire powertrain. This also facilitates the layout of the transmission and powertrain in low-profile buses where space outside the passenger compartment is at a premium.

Furthermore, at least one of the gear driven wheels on the output shaft is simultaneously in transmission connection with the gear driving wheels in the speed change mechanisms on different intermediate shafts.

The present invention further connects the driving wheels of the speed change mechanisms between different intermediate shafts and the output shaft to the same driven wheel on the output shaft, so that the shifting mechanisms of different intermediate shafts can further overlap in the radial direction of the output shaft, thereby reducing the axial size of the gearbox.

Furthermore, gear driving wheels are provided on both sides of the gear shift active end, and two gear driven wheels are provided on the output shaft; the two gear driving wheels in the speed change mechanism on different intermediate shafts are respectively connected to the two gear driven wheels on the output shaft.

The two driven wheels on the output shaft respectively transmit power to the driving wheels of the two gears of the speed change mechanism on each intermediate shaft, so that the speed change mechanisms on each intermediate shaft are located at the same axial position of the gearbox and completely overlap in the radial direction, further reducing the axial size of the gearbox.

Furthermore, at least one input shaft is coaxially arranged with the output shaft, and a high-speed gear shifting mechanism is arranged between the opposite ends; the high-speed gear shifting mechanism includes a high-speed gear active end arranged on the input shaft and a high-speed gear driven end arranged on the output shaft, and the high-speed gear active end and the high-speed gear driven end have a high-speed gear engaged state with transmission connection and a high-speed gear neutral state with separation and disconnection.

The shift mechanism is set up by utilizing the gap between the input shaft and the output shaft to realize the direct output of power from the input shaft to the output shaft with a speed ratio of 1:1, which serves as a high-speed gear to meet the vehicle's high-speed cruising conditions.

Furthermore, the input shafts are coaxially arranged, and at least the input shafts other than the input shaft located at the center are hollow shafts, which are freely rotatably sleeved on the outside of the input shaft closer to the center.

The coaxial arrangement between the input shafts and the output shaft can reduce the radial size of the gearbox and reduce Small gearbox size.

Furthermore, the shift active end is a shift gear hub, and the gear driving wheel is provided with engaging teeth. The shift active end is connected to the gear driving wheel of the corresponding gear by simultaneously engaging the shift gear hub and the engaging teeth of the corresponding gear through the engaging gear sleeve of the corresponding speed mechanism that can slide axially along the intermediate shaft.

The gear shifting action is achieved through the gear shift hub, the engaging teeth and the slidable gear sleeve; as another embodiment, the gear shifting action can also be achieved through the gear shift clutch.

Furthermore, the gear driving wheel and the corresponding gear driven wheel are connected through gear meshing transmission.

The driving wheel and the driven wheel are driven by gear meshing. The driven gear can mesh with multiple driving gears in multiple directions around it at the same time, realizing the above-mentioned solution of the driven wheel simultaneously transmitting and connecting multiple driving wheels; as other embodiments, chain sprockets or belts and pulleys can also be used for transmission. In order to cooperate with the above-mentioned solution, the driven wheel is provided with multiple rows of sprockets or pulley grooves corresponding to the number of driving wheels, which respectively correspond to the sprockets or wheel grooves of the driving wheels corresponding to the chain drive or belt drive.

Furthermore, the driving gear on the input shaft is meshed with the driven gear on the corresponding intermediate shaft to achieve transmission connection between the input shaft and the corresponding intermediate shaft.

The input shaft and the intermediate shaft are connected by gear meshing, chain drive or belt drive.

A technical solution of a drive system of the present invention includes a gearbox, the gearbox including at least two input shafts and an output shaft, and intermediate shafts corresponding to and drivingly connected to the input shafts; a speed change mechanism is provided between each intermediate shaft and the output shaft, the speed change mechanism including a shift driving end provided on the corresponding intermediate shaft and a gear driving wheel rotatably sleeved on the corresponding intermediate shaft and adjacent to the shift driving end; the speed change mechanism has a gear engagement position in which the shift driving end is transmission-connected to the gear driving wheel of the corresponding gear, and a neutral position in which neither the shift driving end is transmission-connected to the gear driving wheel; the gear driving wheel is transmission-connected to a gear driven wheel provided on the output shaft;

The input shaft of the gearbox is connected to the upstream power source of the drive system, and the output shaft of the gearbox serves as the power output end of the drive system.

Furthermore, at least one of the gear driven wheels on the output shaft is simultaneously connected to the gears in the speed change mechanism on different intermediate shafts. The gear driving wheel is connected in transmission.

Furthermore, gear driving wheels are provided on both sides of the gear shift active end, and two gear driven wheels are provided on the output shaft; the two gear driving wheels in the speed change mechanism on different intermediate shafts are respectively connected to the two gear driven wheels on the output shaft.

Furthermore, at least one input shaft is coaxially arranged with the output shaft, and a high-speed gear shifting mechanism is arranged between the opposite ends; the high-speed gear shifting mechanism includes a high-speed gear active end arranged on the input shaft and a high-speed gear driven end arranged on the output shaft, and the high-speed gear active end and the high-speed gear driven end have a high-speed gear engaged state with transmission connection and a high-speed gear neutral state with separation and disconnection.

Furthermore, the input shafts are coaxially arranged, and at least the input shafts other than the input shaft located at the center are hollow shafts, which are freely rotatably sleeved on the outside of the input shaft closer to the center.

Furthermore, the shift active end is a shift gear hub, and the gear driving wheel is provided with engaging teeth. The shift active end is connected to the gear driving wheel of the corresponding gear by simultaneously engaging the shift gear hub and the engaging teeth of the corresponding gear through the engaging gear sleeve of the corresponding speed mechanism.

Furthermore, the gear driving wheel and the corresponding gear driven wheel are connected through gear meshing transmission.

Furthermore, the driving gear on the input shaft is meshed with the driven gear on the corresponding intermediate shaft to achieve transmission connection between the input shaft and the corresponding intermediate shaft.

A technical solution of a vehicle of the present invention includes a drive system, the drive system including a transmission, the transmission including at least two input shafts and an output shaft, and intermediate shafts corresponding to and drivingly connected to the input shafts; a speed change mechanism is provided between each intermediate shaft and the output shaft, the speed change mechanism including a shift driving end provided on the corresponding intermediate shaft and a gear driving wheel rotatably sleeved on the corresponding intermediate shaft and adjacent to the shift driving end, the speed change mechanism having a gear engagement position in which the shift driving end is drivingly connected to the gear driving wheel of the corresponding gear, and a neutral position in which neither the shift driving end is connected to the gear driving wheel; the gear driving wheel is drivingly connected to a gear driven wheel provided on the output shaft;

The input shaft of the gearbox is connected to the upstream power source of the drive system, and the output shaft of the gearbox serves as the power output end of the drive system;

The power output end of the drive system is connected to the driving wheels of the vehicle.

Furthermore, at least one of the gear driven wheels on the output shaft is simultaneously in transmission connection with the gear driving wheels in the speed change mechanisms on different intermediate shafts.

Furthermore, gear driving wheels are provided on both sides of the gear shift active end, and two gear driven wheels are provided on the output shaft; the two gear driving wheels in the speed change mechanism on different intermediate shafts are respectively connected to the two gear driven wheels on the output shaft.

Furthermore, at least one input shaft is coaxially arranged with the output shaft, and a high-speed gear shifting mechanism is arranged between the opposite ends; the high-speed gear shifting mechanism includes a high-speed gear active end arranged on the input shaft and a high-speed gear driven end arranged on the output shaft, and the high-speed gear active end and the high-speed gear driven end have a high-speed gear engaged state with transmission connection and a high-speed gear neutral state with separation and disconnection.

Furthermore, the input shafts are coaxially arranged, and at least the input shafts other than the input shaft located at the center are hollow shafts, which are freely rotatably sleeved on the outside of the input shaft closer to the center.

Furthermore, the shift active end is a shift gear hub, and the gear driving wheel is provided with engaging teeth. The shift active end is connected to the gear driving wheel of the corresponding gear by simultaneously engaging the shift gear hub and the engaging teeth of the corresponding gear through the engaging gear sleeve of the corresponding speed mechanism.

Furthermore, the gear driving wheel and the corresponding gear driven wheel are connected through gear meshing transmission.

Furthermore, the driving gear on the input shaft is meshed with the driven gear on the corresponding intermediate shaft to achieve transmission connection between the input shaft and the corresponding intermediate shaft.

The drive system and vehicle of the present invention both have corresponding beneficial effects as the gearbox; the size of the drive system can be correspondingly reduced to facilitate its arrangement on the vehicle; after the size of the drive system is reduced, other spaces in the vehicle can be correspondingly increased, such as increasing the passenger compartment space.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram of a gearbox structure provided by gearbox embodiment 1;

FIG2 is a schematic diagram of a gearbox structure provided by gearbox embodiment 2;

FIG3 is a schematic diagram of a drive system structure provided by drive system embodiment 1;

FIG4 is a schematic diagram of a drive system structure provided by drive system embodiment 2;

FIG5 is a schematic diagram of a drive system structure provided in drive system embodiment 3.

1/2 1/2 1/2 gear shift hub; 7e, 1/2 1/2 gear engagement sleeve; 8a, 2 1/2 1/2 gear driving gear; 8b, 2 2/2 gear driven gear; 8c, 2 1/2 gear engagement teeth; 9a, 1 2/2 1/2 gear driving gear; 9c, 1 2/2 1/2 gear engagement teeth; 9d, 1 2/2 2/2 gear shift hub; 9e, 1 2/2 1/2 gear engagement sleeve; 10a, 2 1/2 gear driving gear; 10b, 2 ^2/2 gear driven gear; 10c, 2 ^1/2 gear engagement teeth; 11a, ^{2 1/2} gear driving gear; 11b, ^{2 2/2} gear driven gear; 11c, 2 ^1/2 gear engagement teeth; 11d, 2 1/2 gear shift hub; 11e, 2 ^1/2 gear engagement sleeve; 12b, 2 ^1/2 gear driving gear; 12c, 2 ^1/2 gear engagement teeth; 12d, 1 ^{2/2 2/2} gear shift hub; 12e, 1 ^{2/2 2nd} gear engaging gear sleeve; 10a, 2 ^2nd gear driving gear; 10c, 2 ^2nd gear engaging gear; 11, first intermediate shaft; 12, second intermediate shaft; 13, gearbox housing; 13a, motor housing; 14, output shaft; 15, drive axle.

DETAILED DESCRIPTION

In order to make the objectives, technical solutions and advantages of the present invention more clear, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

The present invention provides a dual-intermediate-shaft gearbox with two input ends; the gearbox of the present invention further includes an electric drive system with two motors connected to the two input ends respectively, one of the motors can be further coaxially connected to an internal combustion engine to obtain a hybrid electric drive system; finally, a vehicle using such an electric drive system is provided. The hybrid electric drive system of the present invention can achieve multiple gears and multiple drive modes including pure electric, series power generation (engine range extension), hybrid power, engine direct drive and brake energy recovery through coordinated control of the engine, two motors and a speed change mechanism. It can adapt to different driving conditions and meet the power requirements of heavy-load starting, acceleration, climbing, high-speed cruising, etc., and realize multiple modes of vehicle drive. Different modes can adapt to the optimal working range of the engine and motor under different working conditions, reduce the specification requirements of the engine and motor, and improve system efficiency.

On this basis, for the dual intermediate shaft transmission system, the driven gear is shared to reduce the number of gears used in the transmission mechanism and reduce the weight of the system; at the same time, the number of driven gears on the transmission output shaft is reduced, which can shorten the output shaft inside the transmission. length, reducing the axial size of the gearbox and even the entire power system.

Gearbox Example 1:

As shown in FIG1 , a transmission of this embodiment includes a transmission housing 13. The two ends of the transmission housing 13 serve as the power input and power output of the transmission, respectively. The power input includes a first input shaft 3b and a second input shaft 4b extending from an input port provided in the housing. To reduce the radial dimension of the transmission, this embodiment further arranges the two input shafts coaxially (i.e., their axes coincide). Specifically, the second input shaft 4b is a hollow shaft, and the first input shaft 3b passes through a through hole at the axis of the second input shaft 4b. A bearing is provided at least between the two input shafts, and a bearing is provided between the second input shaft 4b and the input port for support. The transmission radial direction refers to the direction perpendicular to the input shaft. The power output is provided on the side opposite the power input and includes a system output shaft 14 extending from an output port provided in the housing directly opposite the input port. The output shaft 14 is arranged coaxially relative to the first input shaft 3b.

The first input shaft 3b and the second input shaft 4b are used for transmission connection to a power source, such as a drive motor or an engine; the output shaft 14 is used for transmission connection to the downstream of the vehicle power system, such as connecting to the input end of the main reducer or differential on the drive axle through a transmission shaft.

A 3-speed transmission mechanism is provided between the opposite ends of the first input shaft 3b and the output shaft 14 in the transmission housing 13 for realizing 3-speed transmission from the first input shaft 3b to the output shaft 14. The 3-speed transmission mechanism is used to directly drive the first input shaft 3b and the output shaft 14 to engage or disengage, thereby realizing a 1:1 speed ratio from the first input shaft 3b to the output shaft 14.

Specifically, the 3rd gear transmission mechanism includes a 3rd gear engaging tooth 6c arranged at one end of the first input shaft 3b facing the output shaft 14 and a 3rd gear hub 6d arranged at one end of the output shaft 14 facing the first input shaft 3b; a 3rd gear engaging tooth sleeve 6e is axially slidably sleeved on the 3rd gear engaging tooth 6c and the 3rd gear hub 6d along the input shaft and the output shaft, and the 3rd gear engaging tooth sleeve 6e has a 3rd gear engaging position that simultaneously engages with the 3rd gear engaging tooth 6c and the 3rd gear hub 6d and a 3rd gear disengaging position that only engages with the 3rd gear engaging tooth 6c or the 3rd gear hub 6d. The 3rd gear engaging tooth sleeve 6e is shifted between the 3rd gear engaging position and the 3rd gear disengaging position by a gear shifting operating mechanism such as a shift fork, thereby realizing the engagement and exit of the 3rd gear on the first input shaft 3b.

As another embodiment, the 3-speed transmission mechanism can also be realized by respectively setting a multi-plate clutch at the opposite end of the first input shaft 3b and the output shaft 14, and the first input shaft 3b and the output shaft 14 are connected by pressing the multi-plate clutch friction plate. 14, that is, the third gear on the first input shaft 3b is engaged; release the multi-plate clutch friction plate to achieve the disconnection between the first input shaft 3b and the output shaft 14, that is, the third gear on the first input shaft 3b is exited.

Two intermediate shafts, a first intermediate shaft 11 and a second intermediate shaft 12, are arranged parallel to the axes of the first input shaft 3b and the output shaft 14. These intermediate shafts are positioned on either side of the first input shaft 3b and the output shaft 14, respectively, and are directly adjacent to the first input shaft 3b and the output shaft 14. In other words, the axes of the first intermediate shaft 11, the second intermediate shaft 12, the first input shaft 3b, and the output shaft 14 are all coplanar. Both ends of the first intermediate shaft 11 and the second intermediate shaft 12 are axially rotatably secured to the transmission housing 13 via bearings.

As another embodiment, the positions of the first intermediate shaft 11 and the second intermediate shaft 12 can also be adjusted according to the shape of the transmission housing 13 of the transmission or the need for the layout space of the vehicle power system. As long as they are adjacent to the first input shaft 3b and the output shaft 14, they do not need to be arranged on both sides of the first input shaft 3b and the output shaft 14 respectively and on the same plane.

The first input shaft 3b is also provided with a first driving gear 6a, which meshes with a first driven gear 6b on the adjacent first intermediate shaft 11, thereby transmitting power input from the first input shaft 3b to the first intermediate shaft 11. A first speed change mechanism is provided on a section of the first intermediate shaft 11 adjacent to the output shaft 14, for achieving first and second gear transmission from the first input shaft 3b to the output shaft 14. The first speed change mechanism achieves a higher speed ratio for first and second gear transmission from the first input shaft 3b to the output shaft 14 than for third gear transmission from the first input shaft 3b to the output shaft 14. First and second gear transmissions from the first input shaft 3b to the output shaft 14 are hereinafter referred to as " ^1st gear" and " ^2nd gear."

The first speed change mechanism includes: a ^11th gear driving gear 7a freely rotatably sleeved on the first intermediate shaft 11; a ^11th gear engaging tooth 7c provided on the ^11th gear driving gear 7a; a ^21st gear driving gear 8a freely rotatably sleeved on the first intermediate shaft 11; a ^21st gear engaging tooth 8c provided on the ^21st gear driving gear 8a; and a 1 ^{1/2 1st} gear shift gear hub 7d provided on the first intermediate shaft 11 and located between the ^11th gear engaging tooth 7c and the 21st gear engaging tooth 8c, with the three being coaxially arranged therebetween; and a 1 ^{1/2 1st gear} engaging gear sleeve 7e axially slidably provided along the first intermediate shaft 11.

The 1 ^{1/2 1st} gear engagement gear sleeve 7e has a 1 ^1st gear engagement position where the 1 ^1st gear engagement teeth 7c and the ¹ 1/2 ^1st gear shift gear hub 7d are engaged at the same time, a 2 1st gear engagement position where the 2 ^1st gear engagement teeth 8c and the 1 ^{1/2 1st} gear shift gear hub 7d are engaged ^at the same time, and 1 ^{1/2 1st} gear engagement positions located at other positions. The 1 1/2 1 gear engagement sleeve 7e is shifted between the 1 ¹ gear engagement position, the 2 ¹ gear engagement position and the ^{1 1/2 1} gear neutral position by a shift fork or ^other gear operating mechanism, thereby realizing the selection of the 1st gear, the 2nd gear and the neutral gear on the first input shaft 3b.

The ^1st gear driving gear 7a and the ^2nd gear driving gear 8a are respectively engaged with the driven gears of the corresponding gears provided on the output shaft 14.

The second input shaft 4b is also provided with a second driving gear 5a, which meshes with a second driven gear 5b on the adjacent second intermediate shaft 12, thereby transmitting power input from the second input shaft 4b to the second intermediate shaft 12. A second speed change mechanism for achieving first and second gear transmission from the second input shaft 4b to the output shaft 14 is provided on a section of the second intermediate shaft 12 adjacent to the output shaft 14. This second speed change mechanism achieves first and second gear transmission from the second input shaft 4b to the output shaft 14. First and second gear transmissions from the second input shaft 4b to the output shaft 14 are hereinafter referred to as " ^12th gear" and " ^22nd gear."

The second speed change mechanism includes: a ^12th gear driving gear 9a freely rotatably sleeved on the second intermediate shaft 12; a ^12th gear engaging tooth 9c provided on the ^12th gear driving gear 9a; a ^22nd gear driving gear 10a freely rotatably sleeved on the second intermediate shaft 12; a ^22nd gear engaging tooth 10c provided on the ^22nd gear driving gear 10a; and a ¹² / ^22nd gear shift gear hub 9d provided on the second intermediate shaft 12 and located between the ^12th gear engaging tooth 9c and the ^22nd gear engaging tooth 10c, with the three being coaxially arranged therebetween; and a ¹² / ^22nd gear engaging gear sleeve 9e axially slidably provided along the second intermediate shaft 12.

The 1 ² /2 ² gear engaging gear sleeve 9e has a 1 ² gear engaging position for simultaneously engaging the 1 ² gear engaging teeth 9c and the 1 ² /2 ² gear shift gear hub 9d, a 2 2 gear engaging position for simultaneously engaging the 2 ² gear engaging teeth 10c and the 1 ² /2 ² gear shift gear hub 9d, and a 1 ² /2 ² gear neutral position located at other positions. The 1 2 /2 2 gear engaging gear sleeve 9e is shifted between ^the 1 ² gear engaging position, the 2 ² gear engaging position and the ^{1 2 /} 2 ² gear neutral position by a shift ^fork or other gear shifting operating mechanism to realize the selection of 1 gear, 2 gear and neutral gear on the second input shaft 4b.

The 1st ^{and 2nd} gear driving gears 9a and the ^2nd gear driving gears 10a are respectively engaged with driven gears of corresponding gear positions provided on the output shaft 14.

In this embodiment, as a preferred embodiment, the toothed discs of the ^11th gear driving gear 7a and the ^12th gear driving gear 9a are located on the same plane. A 1st gear driven gear 7b is also provided on the plane, which is connected to the output shaft 14 and meshes with the ^11th gear driving gear 7a and the ^12th gear driving gear 9a at the same time. That is, the ^11th gear driving gear 7a and the ^12th gear driving gear 9a are simultaneously meshed with the same driven gear provided on the output shaft 14. Similarly, the toothed discs of the ^21st gear driving gear 8a and the ^22nd gear driving gear 10a are located on the same plane. A ^second gear driven gear 8b is provided on the plane, which is connected to the output shaft 14 and simultaneously engages with the ^21st gear driving gear 8a and the 22nd gear driving gear 10a, that is, the ^21st gear driving gear 8a and the ^22nd gear driving gear 10a are also simultaneously engaged with the same driven gear provided on the output shaft 14.

As another embodiment, at least one of the ^11th speed driving gear 7a and the ^12th speed driving gear 9a, and the ^21st speed driving gear 8a and the ^22nd speed driving gear 10a simultaneously meshes with the same driven gear provided on the output shaft 14.

Therefore, the gearbox of this embodiment can realize the 1st gear ( ^11th gear), 2nd gear ( ^21st gear) and 3rd gear shifting modes from the first input shaft 3b to the output shaft 14; the 1st gear ( ^12th gear) and 2nd gear ( ^22nd gear) shifting modes from the second input shaft 4b to the output shaft 14; and the combined speed shifting mode between ^11th gear, ^21st gear, 3rd gear and ^12th gear, ^22nd gear.

Gearbox Example 2:

The difference between the gearbox of this embodiment and the gearbox embodiment 1 is that, as shown in Figure 2, in the first speed change mechanism, the coupling teeth, gear hub and gear sleeve used to selectively connect the first intermediate shaft 11 to the ^11th gear driving gear 7a or to the ^21st gear driving gear 8a, or to disconnect both are replaced by a shift clutch B. Through the shift clutch B, the friction disk transmission-connected to the first intermediate shaft 11 is pressed and engaged with the friction disk of the ^11th gear driving gear 7a, or pressed and engaged with the friction disk of the ^21st gear driving gear 8a, or is disconnected from both, thereby realizing the 1st gear ( ^11th gear) and 2nd gear ( ^21st gear) speed change modes from the first input shaft 3b to the output shaft 14.

In the second speed change mechanism, the coupling teeth, gear hub and gear sleeve used to selectively connect the second intermediate shaft 12 to the ^12th gear driving gear 9a and the ^22nd gear driving gear 10a or disconnect both are replaced by a shift clutch C. Through the shift clutch C, the friction plate connected to the second intermediate shaft 12 is pressed into engagement with the friction plate of the ^12th gear driving gear 9a, or pressed into engagement with the friction plate of the ^22nd gear driving gear 10a, or separated from both, thereby realizing the 1st gear ( ^12th gear) and 2nd gear ( ^22nd gear) speed change modes from the second intermediate shaft 12 to the output shaft 14.

In FIG2 , a shift clutch A is provided between the first input shaft 3 b and the output shaft 14 as a third-speed transmission mechanism. Engagement and disengagement between the first input shaft 3 b and the output shaft 14 are achieved through the shift clutch A. The principle of the shift clutch A is similar to that of the multi-plate clutch in another embodiment of the third-speed transmission mechanism described in Transmission Example 1, and will not be further described in this embodiment.

As another embodiment, the second input shaft 4b may not be a hollow shaft, and the first input shaft 3b and the second input shaft 4b may not be coaxially arranged. Instead, the two input shafts may be arranged in parallel, and the driving gear arranged at one end in the transmission housing 13 may respectively engage with the driven gears on the two intermediate shafts. However, this will increase the complexity of the overall structure and increase the radial size of the transmission. In this embodiment, it is necessary to ensure that the first input shaft 3b and the output shaft 14 are arranged opposite and coaxially at the opposite ends in the transmission housing 13 to meet the setting of the 3-speed transmission mechanism; of course, the setting of the 3-speed transmission mechanism may also be cancelled, that is, the transmission only realizes the 4-speed transmission through the first and second transmission mechanisms. In this case, it is not necessary to limit the first input shaft 3b and the output shaft 14 to be arranged opposite and coaxially at the opposite ends.

In other embodiments, a third or more input shafts can be provided in conjunction with the second input shaft 4b. The third input shaft is hollow and freely rotatable, sleeved on the second input shaft 4b and supported by bearings. A corresponding third intermediate shaft, parallel to the third input shaft and the output shaft, is also provided. The third input shaft engages a driven gear on the third intermediate shaft via a driving gear provided thereon to achieve a transmission connection. A third speed change mechanism is provided between the third intermediate shaft and the output shaft. The third speed change mechanism can also share the driven gear provided on the output shaft with the first and second speed change mechanisms. The speed ratios of the various gears can be adaptively adjusted between the first, second, and third speed change mechanisms by varying the number of teeth on the driving gear. The specific structure and principles of the third speed change mechanism and the multiple input shafts are similar to those of the first and second speed change mechanisms and the second and third input shafts, and are not further described in this embodiment.

Drive system embodiment 1:

The drive system in this embodiment is shown in FIG3 , which provides a pure electric drive system, including the gearbox described in the gearbox embodiment, and also including a first motor 3 and a second motor 4. The gearbox is described clearly enough in the gearbox embodiments 1 and 2, and will not be described in detail in this embodiment. A motor housing 13a is also fixed to the side of the gearbox housing 13 of the gearbox where the input port is provided. The first motor 3 and the second motor 4 are fixed in the motor housing, and the first motor rotor 3a of the first motor 3 is connected to the first input shaft 3b in a transmission manner, and the second motor rotor 4a of the second motor 4 is connected to the second input shaft 4b in a transmission manner; the first motor 3 and the second motor 4 are coaxially arranged, and the second motor 4 is arranged between the first motor 3 and the gearbox, and the second motor rotor 4a is a hollow rotor for the first input shaft 3b to pass through and connect to the first motor rotor 3a.

The output shaft 14 of the gearbox is used to transmit the power to the downstream of the output direction, and the final transmission is connected to the drive axle 15. on the main reducer.

Among them, the first motor rotor 3a, the first driving gear 6a, and the 3rd gear engaging gear 6c are connected; the first driven gear 6b, the ¹ 1/2 ^1st gear shift gear hub 7d, and the first intermediate shaft 11; the 3rd gear hub 6d, the 1st gear driven gear 7b, and the 2nd gear driven gear 8b are connected to the output shaft 14; the ^11th gear driving gear 7a is connected to the ^11th gear engaging gear 7c, and is also mounted on the first intermediate shaft 11 through a bearing sleeve and is freely rolling connected to the first intermediate shaft 11 through a bearing; the ^21st gear driving gear 8a is connected to the ^21st gear engaging gear 8c, and is also mounted on the first intermediate shaft 11 through a bearing sleeve and is freely rolling connected to the first intermediate shaft 11 through a bearing; the second driven gear 5b and the ¹ 2/2 ^2nd gear shift gear hub 9d are connected to the second intermediate shaft 12; the ^12th gear driving gear 9a is connected to the ^12th gear engaging gear 9c, and is also mounted on the second intermediate shaft 12 through a bearing sleeve and is freely rolling connected to the second intermediate shaft 12 through a bearing; the ^22nd gear driving gear 10a is connected to the 2 ^{The 2nd} gear engaging teeth 10c are connected, and at the same time are sleeved on the second intermediate shaft 12 through a bearing and are freely rollingly connected to the second intermediate shaft 12 through a bearing; the ^11th gear and the ^12th gear share the 1st gear driven gear 7b, and the ^21st gear and the ^22nd gear share the 2nd gear driven gear 8b.

The drive system of this embodiment can achieve multiple pure electric modes and multiple brake energy recovery modes by using different gear combinations between the first motor 3 and the second motor 4 and the output shaft 14. For specific implementations, please refer to the corresponding pure electric mode and brake energy recovery mode in the drive system embodiment 2 below, and will not be repeated in this embodiment.

Drive system embodiment 2:

The drive system in this embodiment, shown in Figure 4, provides a hybrid electric drive system. Based on the drive system in Example 1, the first motor rotor 3a of the first motor 3 is further connected to the engine 1 via an engine drive shaft, facing away from the transmission. A corresponding hole is provided in the motor housing to accommodate the engine drive shaft. A clutch 2 is also provided on the engine drive shaft to engage or disengage the transmission connection between the engine 1 and the first input shaft 3b.

In this embodiment, the first motor 3 adopts an ISG motor M1 (Integrated Starter Generator), which is directly connected to the crankshaft end of the engine 1 through a clutch, and the second motor 4 is a drive motor M2.

The hybrid electric drive system provided in this embodiment is used as an example to describe the operating modes that can be achieved by the drive system in detail. Specifically, it is divided into five major modes: pure electric mode, series mode, hybrid mode, engine direct drive mode, and brake energy recovery mode. In each mode, multi-gear coordinated control is achieved by the gear shifting action of the transmission. The details are as follows:

Pure electric mode:

Mode 1: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in 1st ^/2nd gear, the 3rd speed transmission mechanism is out of 3rd gear, and the first speed transmission mechanism is engaged in ¹ 1/2 ^1st gear neutral. At this time, the second motor 4 is driven solely in 1st ^/2nd gear;

Mode 2: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in ^2/2 gear, the third speed transmission mechanism is out of 3 gear, and the first speed transmission mechanism is engaged in ^{1/2/1 neutral} gear. At this time, the second motor 4 is driven solely in ^2/2 gear.

Mode 3: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in 1 ² /2 ² gear neutral, the third speed transmission mechanism exits 3 gear, and the first speed transmission mechanism is engaged in 1 ¹ gear. At this time, the first motor 3 is driven solely in 1 ¹ gear;

Mode 4: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in 1 ² /2 ² neutral gear, the third speed transmission mechanism exits third gear, and the first speed transmission mechanism is engaged in 2 ¹ gear. At this time, the first motor 3 is driven solely in 2 ¹ gear.

Mode 5: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in 1 ² /2 ^2nd gear neutral, the first speed transmission mechanism is engaged in 1 ¹ /2 ^1st gear neutral, and the third speed transmission mechanism is engaged in 3rd gear. At this time, the first motor 3 is driven in 3rd gear alone;

Mode 6: Clutch 2 is disengaged, the second speed change mechanism is engaged in gear ¹² , the third speed change mechanism exits gear 3, and the first speed change mechanism is engaged in gear ^11. At this time, the first motor 3 is driven in gear ¹¹ and the second motor 4 is driven in gear ¹² .

Mode 7: Clutch 2 is disengaged, the second speed change mechanism is engaged in gear ^2/2 , the third speed change mechanism is out of gear 3, and the first speed change mechanism is engaged in gear ^1/1 . At this time, the first motor 3 is driven in gear ^1/1 and the second motor 4 is driven in gear ^2/2 .

Mode 8: Clutch 2 is disengaged, the second speed change mechanism is engaged in gear ^1/2 , the third speed change mechanism is out of gear 3, and the first speed change mechanism is engaged in gear ^2/1 . At this time, the first motor 3 is driven in gear ^2/1 and the second motor 4 is driven in gear ^1/2 .

Mode 9: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in gear ^2/2 , the third speed transmission mechanism is out of gear 3, and the first speed transmission mechanism is engaged in gear ^2/1 . At this time, the first motor 3 is driven in gear ^2/1 and the second motor 4 is driven in gear ^2/2 .

Mode 10: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in ^1/2 gear, the third speed transmission mechanism is engaged in 3 gear, and the first speed transmission mechanism is engaged in 1 ^{1/2 1} gear neutral. At this time, the first motor 3 is driven in 3 gear and the second motor 4 is driven in ^1/2 gear.

Mode 11: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in ^2/2 gear, the third speed transmission mechanism is engaged in 3 gear, and the first speed transmission mechanism is engaged in ^{1/2/1 neutral} gear. At this time, the first motor 3 is driven in 3 gear and the second motor 4 is driven in ^2/2 gear.

Series mode:

Mode 12: The second transmission mechanism is engaged in ^1/2 gear, the third transmission mechanism is out of 3 gear, the first transmission mechanism is engaged in ^{1/2 1} gear neutral, the clutch 2 is engaged, the engine 1 drives the first motor 3 to generate electricity, and the second motor 4 is driven alone in ^1/2 gear, and the first motor 3 generates electricity in series;

Mode 13: The second speed transmission mechanism is engaged in ²² gear, the 3rd speed transmission mechanism is out of 3rd gear, the first speed transmission mechanism is engaged in 1 ^{1/2 1} neutral gear, the clutch 2 is engaged, the engine 1 drives the first motor 3 to generate electricity, at this time the second motor 4 is driven alone in ²² gear, and the first motor 3 is connected in series to generate electricity.

Hybrid mode:

Mode 14: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ¹¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ¹² , the first motor 3 rotates accordingly, and the engine 1 in gear ¹¹ and the second motor 4 in gear ¹² jointly drive the vehicle;

Mode 15: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ¹¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ²² , the first motor 3 rotates accordingly, and the engine 1 in gear ¹¹ and the second motor 4 in gear ²² jointly drive the vehicle;

Mode 16: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ^2/1 , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ^1/2 , the first motor 3 rotates accordingly, and the engine 1 in gear ^2/1 and the second motor 4 in gear ^1/2 jointly drive the vehicle;

Mode 17: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ²¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ²² , the first motor 3 rotates accordingly, and the engine 1 in gear ²¹ and the second motor 4 in gear ²² jointly drive the vehicle;

Mode 18: Clutch 2 is engaged, the first transmission mechanism is shifted into 1 ^{1/2 1st} gear, the third transmission mechanism is shifted into 3rd gear, the second transmission mechanism is shifted into 1st ^2nd gear, the first motor 3 rotates accordingly, and the engine 1 in 3rd gear and the second motor 4 in 1st ^2nd gear jointly drive the vehicle;

Mode 19: Clutch 2 is engaged, the first transmission mechanism is engaged in 1 ^{1/2 1st} gear neutral, the 3rd gear transmission mechanism is engaged in 3rd gear, the second transmission mechanism is engaged in ^22nd gear, the first motor 3 rotates along with it, the engine 1 is engaged in 3rd gear and the second motor 4 is engaged in ^22nd gear. driving a vehicle;

Mode 20: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ¹¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ¹² , the first motor 3 generates electricity, and the engine 1 in gear ¹¹ and the second motor 4 in gear ¹² jointly drive the vehicle;

Mode 21: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ²¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ²² , the first motor 3 generates electricity, and the engine 1 in gear ¹¹ and the second motor 4 in gear ²² jointly drive the vehicle;

Mode 22: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ^2/1 , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ^1/2 , the first motor 3 generates electricity, and the engine 1 in gear ^2/1 and the second motor 4 in gear ^1/2 jointly drive the vehicle;

Mode 23: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ²¹ , the third speed transmission mechanism is out of gear ³ , the second speed transmission mechanism is engaged in gear 22, the first motor 3 generates electricity, and the engine 1 in gear ²¹ and the second motor 4 in gear ²² jointly drive the vehicle;

Mode 24: Clutch 2 is engaged, the first speed transmission mechanism is shifted into 1 ^{1/2 1st} gear, the third speed transmission mechanism is shifted into 3rd gear, the second speed transmission mechanism is shifted into 1st ^2nd gear, the first motor 3 generates electricity, and the engine 1 in 3rd gear and the second motor 4 in 1st ^2nd gear jointly drive the vehicle;

Mode 25: Clutch 2 is engaged, the first speed transmission mechanism is shifted into 1 ^{1/2 1st} gear, the third speed transmission mechanism is shifted into 3rd gear, the second speed transmission mechanism is shifted into ^22nd gear, the first motor 3 generates electricity, and the engine 1 in 3rd gear and the second motor 4 in ^22nd gear jointly drive the vehicle;

Mode 26: Clutch 2 is engaged, the first speed transmission mechanism is engaged in gear ¹¹ , the third speed transmission mechanism is out of gear 3, the second speed transmission mechanism is engaged in gear ¹² , the first motor 3 is driven, the first motor 3 and the engine 1 are both in gear 1, and the second motor 4 drives the vehicle in gears ¹² ;

Mode 27: Clutch 2 is engaged, the first transmission mechanism is engaged in ^1st gear, the 3rd gear transmission mechanism is out of 3rd gear, the second transmission mechanism is engaged in ^2nd gear, the first motor 3 is driven, the first motor 3 and the engine 1 are both in 1st gear, and the second motor 4 is driven by 2 ^2nd gear drives the vehicle together;

Mode 28: Clutch 2 is engaged, the first transmission mechanism is engaged in gear ^2/1 , the third transmission mechanism is out of gear 3, the second transmission mechanism is engaged in gear ^1/2 , the first motor 3 is driven, the first motor 3 and the engine 1 are both in gear 2, and the vehicle is driven together with the second motor 4 in gears ^1/2 ;

Mode 29: Clutch 2 is engaged, the first transmission mechanism is engaged in gear ^2/1 , the third transmission mechanism is out of gear 3, the second transmission mechanism is engaged in gear ^2/2 , the first motor 3 is driven, the first motor 3 and the engine 1 are both in gear 2, and the vehicle is driven together with the second motor 4 in gear ^2/2 ;

Mode 30: Clutch 2 is engaged, the first speed transmission mechanism is shifted into 1 ^{1/2 1st} gear neutral, the third speed transmission mechanism is shifted into 3rd gear, the second speed transmission mechanism is shifted into 1st ^2nd gear, the first motor 3 is driven, the first motor 3 and the engine 1 are both in 3rd gear, and the vehicle is driven together with the second motor 4 in 1st ^2nd gear;

Mode 31: Clutch 2 is engaged, the first speed transmission mechanism is shifted into 1 ^{1/2 1st} gear neutral, the 3rd speed transmission mechanism is shifted into 3rd gear, the second speed transmission mechanism is shifted into 2 ^2nd gear, the first motor 3 is driven, the first motor 3 and the engine 1 are both in 3rd gear, and the vehicle is driven together with the second motor 4 in 2 ^2nd gear.

Engine direct drive mode:

Mode 32: Clutch 2 is engaged, the first speed transmission mechanism is engaged in ¹¹ gear, the third speed transmission mechanism is out of ³ gear, the second speed transmission mechanism is engaged in ^12/22 neutral, the first motor 3 rotates, and the engine 1 drives the vehicle alone in ¹¹ gear;

Mode 33: Clutch 2 is engaged, the first speed transmission mechanism is engaged in ^2/1 gear, the third speed transmission mechanism is out of ³ gear, the second speed transmission mechanism is engaged in ^1/2/2/2 neutral, the first motor 3 rotates with it, and the engine 1 drives the vehicle alone in ^2/1 gear;

Mode 34: Clutch 2 is engaged, the first speed transmission mechanism is shifted into 1 ^{1/2 1st} gear neutral, the second speed transmission mechanism is shifted into 1 ^{2/2 2nd} gear neutral, the third speed transmission mechanism is shifted into 3rd gear, the first motor 3 rotates with it, and the engine 1 drives the vehicle alone in ^11th gear;

Braking energy recovery mode:

Mode 35: Clutch 2 is disengaged, the second transmission mechanism is engaged in ^1/2 gear, the third transmission mechanism exits 3rd gear, and the first transmission mechanism is engaged in ^{1/2 1st} gear neutral. At this time, the second motor 4 is braked in 1st gear alone;

Mode 36: Clutch 2 is disconnected, the second transmission mechanism is engaged in ^2nd gear, the third gear transmission mechanism is out of 3rd gear, and the first gear is engaged in 2nd gear. The speed mechanism is engaged in 1 ^{1/2 1st} gear neutral, at this time the second motor 4 is braked in 2nd gear alone;

Mode 37: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in 1 ² /2 ^2nd gear neutral, the third speed transmission mechanism exits 3rd gear, and the first speed transmission mechanism is engaged in 1 ^1st gear. At this time, the first motor 3 is braked in 1st gear alone;

Mode 38: Clutch 2 is disengaged, the second transmission mechanism is engaged in 1 ² /2 ² gear neutral, the third gear transmission mechanism exits 3 gear, and the first transmission mechanism is engaged in 2 ¹ gear. At this time, the first motor 3 is braked in 2 gear alone;

Mode 39: Clutch 2 is disengaged, the second transmission mechanism is engaged in 1 ² /2 ^2nd gear neutral, the first transmission mechanism is engaged in 1 ¹ /2 ^1st gear neutral, and the third transmission mechanism is engaged in 3rd gear. At this time, the first motor 3 is braked in 3rd gear alone;

Mode 40: Clutch 2 is disengaged, the second speed change mechanism is engaged in gear ¹² , the third speed change mechanism exits gear 3, and the first speed change mechanism is engaged in gear ^11. At this time, the first motor 3 is braked in gear ¹¹ and the second motor 4 is braked in gear ¹² .

Mode 41: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in gear ^2/2 , the third speed transmission mechanism is out of gear 3, and the first speed transmission mechanism is engaged in gear ^1/1 . At this time, the first motor 3 is braked in gear ^1/1 and the second motor 4 is braked in gear ^2/2 .

Mode 42: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in gear ^1/2 , the third speed transmission mechanism is out of gear 3, and the first speed transmission mechanism is engaged in gear ^2/1 . At this time, the first motor 3 is braked in gear ^2/1 and the second motor 4 is braked in gear ^1/2 .

Mode 43: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in gear ²² , the third speed transmission mechanism is out of gear 3, and the first speed transmission mechanism is engaged in gear ^21. At this time, the first motor 3 is braked in gear ²¹ and the second motor 4 is braked in gear ²² .

Mode 44: Clutch 2 is disengaged, the second transmission mechanism is engaged in ^1/2 gear, the third transmission mechanism is engaged in 3 gear, and the first transmission mechanism is engaged in 1 ^{1/2 1st} gear neutral. At this time, the first motor 3 is braked in 3rd gear and the second motor 4 is braked in ^1/2 gear.

Mode 45: Clutch 2 is disengaged, the second speed transmission mechanism is engaged in ^2/2 gear, the third speed transmission mechanism is engaged in 3 gear, and the first speed transmission mechanism is engaged in ^{1/2/1 gear} neutral. At this time, the first motor 3 is braked in 3 gear and the second motor 4 is braked in ^2/2 gear.

The hybrid electric drive system in this embodiment includes an engine, clutch, ISG motor, drive motor, and a power-interrupt-free transmission. The coordinated control of the engine, clutch, dual motors, and transmission enables 45 operating modes, meeting the demands of various subdivided operating conditions, including high speeds and steep grades, and embracing a wide range of applications.

The power-free interruption gearbox uses three sets of shift actuators to realize the external output of the engine and ISG motor in 3 gears and the external output of the drive motor in 2 gears; the power-free interruption gearbox is realized through the coordinated control among the engine, ISG motor and drive motor. Intermittent shifting; by sharing the driven gear with the ISG motor and the drive motor, the number of gears is reduced, the volume of the drive system is reduced, and the size of the drive system is reduced.

Drive system embodiment 3:

This embodiment provides a hybrid electric drive system, as shown in Figure 5. The difference from the hybrid electric drive system of drive system embodiment 2 is that the clutch 3 is adjusted from the first input shaft 3b between the engine 1 and the first motor 3 in drive system embodiment 2 to the first input shaft 3b between the first motor 3 and the first driving gear 6a, that is, the engine 1 and the first motor rotor 3a of the first motor 3 are always in transmission connection, and the corresponding working modes can only realize the engine 1 and the first motor 3 being driven simultaneously, the engine 1 dragging the first motor 3 to idle, the engine 1 driving the first motor 3 to generate electricity, or the first motor 3 reversely dragging the engine with the throttle closed to consume kinetic energy.

Vehicle Example:

This embodiment provides a vehicle, which adopts the pure electric drive system or hybrid drive system provided by the drive system embodiment. The specific drive system structure and working mode are clearly introduced in the drive system embodiment and will not be repeated in this embodiment.

1. The vehicle of this embodiment realizes 5 gears and 45 operating modes through coordinated control of the engine, ISG motor, drive motor, clutch, and power-interruption-free transmission, providing a large number of power combination driving modes to meet more detailed working conditions, while achieving the purpose of uninterrupted wheel-end torque during gear shifting.

It meets the requirements of high-speed cruising, heavy load or large grade climbing conditions for highway buses and has a wide range of application scenarios.

2. The vehicle's ISG motor 1st gear and the drive motor 1st gear share the driven gear, and the ISG motor 2nd gear and the drive motor 2nd gear share the driven gear, which simplifies the gearbox structure, reduces the number of gears, shortens the gearbox axial dimension, reduces the gearbox weight, and reduces the gearbox cost.

3. The shift gear hubs for 1st and 2nd gears of the ISG motor are located on the first intermediate shaft, and the shift gear hubs for 1st and 2nd gears of the drive motor are located on the second intermediate shaft. The two sets of shift mechanisms are located on different intermediate shafts, shortening the axial dimension of the gearbox and realizing independent shifting of 1st and 2nd gears of the ISG motor and 1st and 2nd gears of the drive motor.

Claims (10)

A gearbox comprises at least two input shafts and an output shaft, and intermediate shafts corresponding to the input shafts and connected in transmission mode; a speed change mechanism is provided between each intermediate shaft and the output shaft, and is characterized in that the speed change mechanism comprises a shift driving end provided on the corresponding intermediate shaft and a gear driving wheel rotatably sleeved on the corresponding intermediate shaft and adjacent to the shift driving end, the speed change mechanism having a gear engagement position in which the shift driving end is connected in transmission mode to the gear driving wheel of the corresponding gear, and a neutral position in which neither the shift driving end nor the gear driving wheel is connected; the gear driving wheel is connected in transmission mode to a gear driven wheel provided on the output shaft. The gearbox according to claim 1 is characterized in that at least one of the gear driven wheels on the output shaft is simultaneously in transmission connection with the gear driving wheels in the speed change mechanisms on different intermediate shafts. The gearbox according to claim 2 is characterized in that gear driving wheels are provided on both sides of the gear shift active end, and two gear driven wheels are provided on the output shaft; the two gear driving wheels in the speed change mechanism on different intermediate shafts are respectively connected to the two gear driven wheels on the output shaft. The gearbox according to claim 1 is characterized in that at least one input shaft is coaxially arranged with an output shaft, and a high-speed gear shifting mechanism is provided between opposite ends; the high-speed gear shifting mechanism includes a high-speed gear active end provided on the input shaft and a high-speed gear driven end provided on the output shaft, and the high-speed gear active end and the high-speed gear driven end have a high-speed gear engaged state with transmission connection and a high-speed gear neutral state with separation and disconnection. The gearbox according to claim 1 or 3 is characterized in that the input shafts are arranged coaxially, and at least the input shafts other than the input shaft located at the center are hollow shafts, and the freely rotatable ones are sleeved on the outside of the input shafts closer to the center. The gearbox according to claim 1 is characterized in that the shift active end is a shift gear hub, and the gear driving wheel is provided with engaging teeth, and the shift active end is connected to the gear driving wheel of the corresponding gear by simultaneously engaging the shift gear hub and the engaging teeth of the corresponding gear through the engaging gear sleeve of the corresponding speed mechanism. The gearbox according to claim 1, wherein the gear driving wheel and the corresponding gear driven wheel are connected through gear meshing transmission. The gearbox according to claim 1, wherein the driving gear on the input shaft and the driven gear on the corresponding intermediate shaft are engaged to achieve transmission connection between the input shaft and the corresponding intermediate shaft. A drive system, characterized in that it comprises a gearbox as described in any one of claims 1 to 8, wherein the input shaft of the gearbox is connected to the upstream power source of the drive system, and the output shaft of the gearbox serves as the power output end of the drive system. A vehicle, characterized in that it comprises the drive system according to claim 9, wherein the power output end of the drive system is transmission-connected to the drive wheels of the vehicle.