CN118700814A - Hybrid transmissions, powertrains and vehicles - Google Patents

Abstract

The application relates to the field of transmissions, and provides a hybrid transmission, a power assembly and a vehicle. The first motor of the hybrid transmission is in driving connection with a sun gear of a first planet row, a planet carrier of the first planet row is in driving connection with a first output shaft, and a gear ring of the first planet carrier is connected with a hybrid transmission shell. The second input shaft of the speed change mechanism is provided with a gear shift combination assembly and at least one driving gear, the gear shift combination assembly is used for connecting the second input shaft with one of the driving gears in a transmission mode, the second intermediate shaft is connected with a plurality of driven gears and an intermediate gear in a transmission mode, the driven gears are in one-to-one correspondence with the driving gears to be in constant engagement, the second output shaft is connected with an output gear in a transmission mode, and the output gear is in constant engagement with the intermediate gear. According to the hybrid transmission, the high-pressure oil pump is not required to be arranged in the oil path to control the clutch, so that the oil consumption is reduced, and meanwhile, the structure of the hybrid transmission is simple, the speed ratio is simple to adjust, the cost is low, and the failure rate is low.

Description

Hybrid transmissions, powertrains and vehicles

Technical Field

The present application relates to the technical field of transmissions, and in particular to a hybrid transmission, a powertrain and a vehicle.

Background Art

Under pressure from energy and environmental protection as well as technical limitations, hybrid vehicles are increasingly favored by consumers and manufacturers. As a transitional solution to the development of pure electric vehicles, hybrid vehicles have the advantages of both traditional vehicles and pure electric vehicles, and are currently very practical new energy vehicles.

When the gearbox of a hybrid vehicle is working, due to the complex structure of the transmission mechanism, a high-pressure oil pump needs to be installed in the oil circuit. The high-pressure oil is mainly used for clutch control, resulting in high fuel consumption and low engine efficiency.

Summary of the invention

In order to solve the above technical problems or at least partially solve the above technical problems, the present application provides a hybrid transmission.

In a first aspect, the present application provides a hybrid transmission, comprising a first motor, a first planetary gear, a first output shaft and a speed change mechanism, wherein the first motor is drivingly connected to a sun gear of the first planetary gear, and a planet carrier of the first planetary gear is drivingly connected to the first output shaft;

The speed change mechanism includes a second input shaft, a second intermediate shaft and a second output shaft. The second input shaft is provided with a shift coupling assembly and at least one driving gear. The shift coupling assembly is used for transmission connection between the second input shaft and one of the driving gears. The second intermediate shaft is transmission connected with at least one driven gear and one intermediate gear. The plurality of driven gears are constantly meshed with the plurality of driving gears in a one-to-one correspondence. The second output shaft is transmission connected with an output gear. The output gear is constantly meshed with the intermediate gear.

The first output shaft is connected to the second output shaft.

Optionally, the shift coupling assembly includes an external spline provided on the second input shaft, a drive assembly driving the second input shaft to move axially along the second input shaft, and an internal spline formed in the center hole of each driving gear, and the drive assembly drives the second input shaft to move axially along the second input shaft so that the external spline is coupled with the internal spline of one of the driving gears.

Optionally, the second input shaft is provided with three driving gears, which are spaced apart along the axial direction of the second input shaft and are respectively a first driving gear, a second driving gear and a third driving gear;

The second intermediate shaft is transmission-connected with three driven gears, which are spaced axially along the second intermediate shaft and are respectively a first driven gear, a second driven gear and a third driven gear;

Among them, the transmission ratio of the first driving gear to the first driven gear is 2, the transmission ratio of the second driving gear to the second driven gear is 1.2, the transmission ratio of the third driving gear to the third driven gear is 0.5, and the transmission ratio of the intermediate gear to the driving gear is 2.

Optionally, the external splines on the second input shaft are provided with three, and along the axial direction of the second input shaft from the first driving gear to the third driving gear, the three external splines are spaced apart and are respectively the first external spline, the second external spline and the third external spline, the first external spline is used to cooperate with the internal spline on the first driving gear, the second external spline is used to cooperate with the internal spline on the second driving gear, and the third external spline is used to cooperate with the internal spline on the third driving gear;

When any one of the three external splines cooperates with one of the driving gears during the axial movement of the second input shaft, the other two external splines do not cooperate with the driving gear.

Optionally, when the second input shaft is in an initial position in the hybrid transmission housing: the first external spline is located on a side of the first driving gear away from the second driving gear, the second external spline is located between the first driving gear and the second driving gear, and the third external spline is located between the second driving gear and the third driving gear;

When the drive assembly drives the second input shaft to move axially from the first driving gear to the second driving gear, the gear position of the hybrid transmission is increased; when the drive assembly drives the second input shaft to move axially from the second driving gear to the first driving gear, the gear position of the hybrid transmission is decreased.

Optionally, when the second input shaft is in an initial position in the hybrid transmission housing: the first external spline is located between the first driving gear and the second driving gear, the second external spline is located between the first external spline and the second driving gear, and the third external spline is located between the second driving gear and the third driving gear;

When the drive assembly drives the second input shaft to move axially from the second driving gear to the first driving gear, the hybrid transmission is in gear D1; when the drive assembly drives the second input shaft to move axially from the first driving gear to the second driving gear, the hybrid transmission is in gear D2 and D3;

The D1 gear is a gear connection between the second input shaft and the first driving gear, the D2 gear is a gear connection between the second input shaft and the second driving gear, and the D3 gear is a gear connection between the second input shaft and the third driving gear.

Optionally, the second input shaft is coaxially arranged with the second output shaft, and the output gear is coaxially sleeved on an end of the second input shaft close to the second output shaft.

In a second aspect, an embodiment of the present application provides a powertrain, comprising an engine, a second motor, a second planetary gear, a coupler, and the hybrid transmission described in the first aspect; the engine, the second motor, the second planetary gear, and the coupler, wherein the output shaft of the engine is drivingly connected to the planet carrier of the second planetary gear, the sun gear of the second planetary gear is connected to the second motor, and the ring gear of the second planetary gear is connected to the second input shaft;

Among them, the fixed end of the coupler is connected to the housing of the transmission, and the connecting end of the coupler has three connection states: connected to the output shaft of the engine so that the output shaft of the engine does not rotate; connected to the output shaft of the second motor so that the rotor of the second motor does not rotate; not connected to other output shafts.

In a third aspect, an embodiment of the present application provides a vehicle comprising the powertrain described in the second aspect.

Compared with the prior art, the technical solution provided by the embodiments of the present application has the following advantages:

In the hybrid transmission provided in the embodiment of the present application, the first motor is drivingly connected to the sun gear of the first planetary gear, the planetary gear of the first planetary gear is drivingly connected to the first output shaft, and the ring gear of the first planetary gear is connected to the hybrid transmission housing. The first output shaft is connected to the differential of the rear axle, and the vehicle can start purely by using the first motor, or can use the first motor to achieve reverse gear of the vehicle.

The speed of the second input shaft is output by the second output shaft after being decelerated and torqued twice by the driving gear and the driven gear, and the intermediate gear and the output gear, and the second output shaft is connected to the front axle. The driving gear can be provided with one or more to achieve multi-gear shifting. Each gear is output by the second output shaft after being decelerated and torqued twice by the driving gear and the driven gear, and the intermediate gear and the output gear of the corresponding gear. Compared with the transmission of the driving gear and the driven gear with only one deceleration and torque increase, the two deceleration and torque increase can reduce the size of the driven gear and reduce the space occupied by the speed change mechanism. During the gear shifting process of the speed change mechanism, the first motor drives the first output shaft to avoid power interruption during the gear shifting process.

The clutch in the traditional transmission is eliminated, and there is no need to set a high-pressure oil pump in the oil circuit to control the clutch, which reduces fuel consumption. At the same time, the hybrid transmission provided in the embodiment of the present application has a simple structure. When the shift coupling assembly is combined with different driving gears, the first motor can provide driving force to avoid power interruption during the shifting process. The speed ratio is simple to adjust, the cost is low, and the failure rate is low.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

FIG1 is a structural schematic diagram 1 of a hybrid transmission according to an embodiment of the present application;

FIG2 is a second structural schematic diagram of a hybrid transmission according to an embodiment of the present application;

FIG3 is a schematic structural diagram of a shift coupling assembly according to an embodiment of the present application;

FIG4 is a schematic diagram of the relative positions of various components of a shift coupling assembly during a shifting process according to an embodiment of the present application;

FIG. 5 is a schematic structural diagram of a shift coupling assembly according to another embodiment of the present application.

Among them, 11, a first motor; 12, a first planetary gear; 13, a first output shaft;

21. second input shaft; 22. second intermediate shaft; 23. second output shaft;

3. Shift coupling assembly; 31. First external spline; 32. Second external spline;

33. Third external spline; 4. Intermediate gear; 5. Output gear;

61, first driving gear; 62, second driving gear; 63, third driving gear;

71, first driven gear; 72, second driven gear; 73, third driven gear;

8. Engine; 9. Second motor; 10. Second planetary gear; 20. Coupler.

DETAILED DESCRIPTION

In order to more clearly understand the above-mentioned purposes, features and advantages of the present application, the scheme of the present application will be further described below. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

In the following description, many specific details are set forth to facilitate a full understanding of the present application, but the present application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only part of the embodiments of the present application, rather than all of the embodiments.

When the gearbox of a hybrid vehicle is working, due to the complex structure of the transmission mechanism, a high-pressure oil pump needs to be installed in the oil circuit. The high-pressure oil is mainly used for clutch control, resulting in high fuel consumption and low engine efficiency.

Based on this, the embodiment of the present application provides a hybrid transmission, in which the clutch is eliminated from the transmission structure and the transmission structure becomes simpler. The hybrid transmission is described in detail through specific embodiments below:

1 to 5, the present embodiment provides a hybrid transmission, including a first motor 11, a first planetary gear 12, a first output shaft 13 and a speed change mechanism. The first motor 11 is drivingly connected to the sun gear of the first planetary gear 12, the planetary gear of the first planetary gear 12 is drivingly connected to the first output shaft 13, and the ring gear of the first planetary gear is connected to the hybrid transmission housing. The first output shaft 13 is connected to the differential of the rear axle. When the vehicle starts, the first motor 11 can be used for pure electric starting, and the first motor 11 can also be used to achieve reverse gear of the vehicle.

The speed change mechanism includes a second input shaft 21, a second intermediate shaft 22 and a second output shaft 23. The second input shaft 21 is provided with a shift coupling assembly 3 and at least one driving gear. The shift coupling assembly 3 is used for transmission connection between the second input shaft 21 and one of the driving gears. The second intermediate shaft 22 is transmission connected with a plurality of driven gears and an intermediate gear 4. The plurality of driven gears are constantly meshed with the plurality of driving gears in a one-to-one correspondence. The second output shaft 23 is transmission connected with an output gear 5. The output gear 5 is constantly meshed with the intermediate gear 4.

The second input shaft 21 is connected to the output shaft of the power drive mechanism. The speed of the second input shaft 21 is output by the second output shaft 23 after being decelerated and torqued twice by the driving gear and the driven gear, and the intermediate gear 4 and the output gear 5. The second output shaft 23 is connected to the front axle. The driving gear can be provided with one or more to achieve multi-gear shifting. Each gear is output by the second output shaft 23 after being decelerated and torqued twice by the driving gear and the driven gear of the corresponding gear, and the intermediate gear 4 and the output gear 5. Compared with the transmission of the driving gear and the driven gear with only one deceleration and torque increase, the two deceleration and torque increase can reduce the size of the driven gear and reduce the space occupied by the speed change mechanism. During the gear shifting process of the speed change mechanism, the first motor 11 drives the first output shaft 13 to avoid power interruption during the gear shifting process.

The hybrid transmission provided in the embodiment of the present application eliminates the clutch in the traditional transmission, and does not need to be provided with a high-pressure oil pump in the oil circuit to control the clutch, thereby reducing fuel consumption. At the same time, the hybrid transmission provided in the embodiment of the present application has a simple structure. When the shift coupling assembly 3 is combined with different driving gears, the first motor 11 can provide driving force to avoid power interruption during the shifting process. The speed ratio adjustment is simple, the cost is low, and the failure rate is low.

In some embodiments, as shown in FIG2 , the first output shaft 13 is connected to the second output shaft 23. That is, the first output shaft 13 and the second output shaft 23 may be one shaft. When the first motor 11 starts, the second motor 9 in the power drive mechanism may assist the first motor 11 in starting by driving the second input shaft 21, so as to adapt to starting under road conditions such as heavy-loaded ramps that require a large output shaft torque.

In some embodiments, as shown in FIG3 , the shift coupling assembly 3 includes an external spline provided on the second input shaft 21, a driving assembly driving the second input shaft 21 to move along the axial direction of the second input shaft 21, and an internal spline formed in the center hole of the three driving gears, and the driving assembly drives the second input shaft 21 to move along the axial direction of the second input shaft 21 so that the external spline is combined with the internal spline of one driving gear. The driving assembly (not shown in the figure) can be a screw nut structure and a third motor, the third motor is connected to the screw drive, and the nut is connected to the second input shaft 21, converting the rotation output of the third motor into the axial movement of the second output shaft 23. Of course, the driving assembly can also be other driving structures such as a worm gear hydraulic cylinder, as long as it can drive the second input shaft 21 to move along its axial direction.

In some embodiments, as shown in FIG. 1 and FIG. 2 , three driving gears are provided on the second input shaft 21, and the three driving gears are spaced apart along the axial direction of the second input shaft 21 and are respectively the first driving gear 61, the second driving gear 62 and the third driving gear 63. The second intermediate shaft 22 is transmission-connected with three driven gears, and the three driven gears are spaced apart along the axial direction of the second intermediate shaft 22 and are respectively the first driven gear 71, the second driven gear 72 and the third driven gear 73. Among them, the transmission ratio of the first driving gear 61 to the first driven gear 71 is 2, the transmission ratio of the second driving gear 62 to the second driven gear 72 is 1.2, the transmission ratio of the third driving gear 63 to the third driven gear 73 is 0.5, and the transmission ratio of the intermediate gear 4 to the driving gear is 2.

When the second input shaft 21 is connected to the first driving gear 61 through the shift coupling assembly 3, the transmission ratio of the first driving gear 61 to the output gear 5 is 4; when the second input shaft 21 is connected to the second driving gear 62 through the shift coupling assembly 3, the transmission ratio of the second driving gear 62 to the output gear 5 is 2.4; when the second input shaft 21 is connected to the third driving gear 63 through the shift coupling assembly 3, the transmission ratio of the third driving gear 63 to the output gear 5 is 1, so as to meet the different transmission ratios of the vehicle under various road conditions. When the vehicle requires different speeds, the hybrid drive with high-efficiency output of the first motor 11 and the engine 8 is realized by selecting a suitable transmission ratio and controlling the speed of the first motor 11.

In some embodiments, as shown in FIGS. 2 to 5 , there are three external splines on the second input shaft 21. Along the axial direction of the second input shaft 21 from the first driving gear 61 to the third driving gear 63, the three external splines are spaced apart and are respectively the first external spline 31, the second external spline 32 and the third external spline 33. The first external spline 31 is used to cooperate with the internal spline on the first driving gear 61, the second external spline 32 is used to cooperate with the internal spline on the second driving gear 62, and the third external spline 33 is used to cooperate with the internal spline on the third driving gear 63. When any of the three external splines cooperates with a driving gear during the axial movement of the second input shaft 21, the other two external splines do not cooperate with the driving gear.

In specific implementation, as shown in Figures 3 and 4, the spacing between the first external spline 31 and the second external spline 32 is smaller than the spacing between the first driving gear 61 and the second driving gear 62, the spacing between the second external spline 32 and the third external spline 33 is smaller than the spacing between the second driving gear 62 and the third driving gear 63, and the spacing between the third external spline 33 and the first external spline 31 is larger than the spacing between the first driving gear 61 and the second driving gear 62. That is to say, as shown in Figure 4, when the D1 gear is engaged, the first external spline 31 cooperates with the internal spline of the first driving gear 61, the second external spline 32 is located between the first external spline 31 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63.

In some embodiments, as shown in FIG3 , when the second input shaft 21 is in the initial position in the hybrid transmission housing: the first external spline 31 is located on the side of the first driving gear 61 away from the second driving gear 62, the second external spline 32 is located between the first driving gear 61 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63. The initial position of the second input shaft 21 in the hybrid transmission housing can be understood as a static position where the second input shaft 21 and the three external splines are assembled with other components of the transmission and the second input shaft 21 has not started to move.

At this time, when the drive assembly drives the second input shaft 21 to move axially from the first driving gear 61 to the second driving gear 62, the gear position of the hybrid transmission is raised, and when the drive assembly drives the second input shaft 21 to move axially from the second driving gear 62 to the first driving gear 61, the gear position of the hybrid transmission is lowered. In other words, during the operation of the vehicle, the drive assembly drives the second input shaft 21 to move rightward for upshifting and to move leftward for downshifting, and the gear shifting control is simple and easy to operate.

The specific operation process is shown in FIG4 . In the initial position, the first external spline 31 is located on the side of the first driving gear 61 away from the second driving gear 62, the second external spline 32 is located between the first driving gear 61 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63. The second input shaft 21 moves rightward to engage the D1 gear, the first external spline 31 cooperates with the internal spline of the first driving gear 61, the second external spline 32 is located between the first external spline 31 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63. The N gear in the figure is: when the second input shaft 21 moves rightward and is not combined with the driving gear, the first motor 11 drives the wheel through the first output shaft 13. The second input shaft 21 moves rightward to engage in the D2 gear, the second external spline 32 cooperates with the internal spline of the second driving gear 62, the first external spline 31 is located between the second external spline 32 and the first driving gear 61, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63. The second input shaft 21 moves rightward to engage in the D3 gear, the third external spline 33 cooperates with the internal spline of the third driving gear 63, the first external spline 31 is located between the second driving gear 62 and the first driving gear 61, and the second external spline 32 is located between the second driving gear 62 and the third driving gear 63. Of course, when lowering the gear, the drive assembly can drive the second input shaft 21 to move leftward.

The D1 gear is the first external spline 31 matched with the internal spline of the first driving gear 61 to make the second input shaft 21 and the first driving gear 61 transmission connection. The D2 gear is the second external spline 32 matched with the internal spline of the second driving gear 62 to make the second input shaft 21 and the second driving gear 62 transmission connection. The D3 gear is the third external spline 33 matched with the internal spline of the third driving gear 63 to make the second input shaft 21 and the third driving gear 63 transmission connection.

In some embodiments, as shown in Figure 5, when the second input shaft 21 is in the initial position in the hybrid transmission housing: the first external spline 31 is located between the first driving gear 61 and the second driving gear 62, the second external spline 32 is located between the first external spline 31 and the second driving gear 62, and the third external spline 33 is located between the second driving gear 62 and the third driving gear 63.

At this time, when the drive assembly drives the second input shaft 21 to move axially from the second driving gear 62 to the first driving gear 61, the hybrid transmission is in gear D1, and when the drive assembly drives the second input shaft 21 to move axially from the first driving gear 61 to the second driving gear 62, the hybrid transmission is in gear D2 and D3, which is convenient for some vehicles to start at gear D2. When starting a vehicle, you can choose to start at gear D1 with high torque or gear D2 with low torque according to specific road conditions. For example, when climbing a hill with heavy loads, you can choose to start at gear D1, and when you need a small torque to start on a smooth urban road, you can choose to start at gear D2.

In some embodiments, the second input shaft 21 is coaxially arranged with the second output shaft 23, and the output gear 5 is coaxially sleeved on one end of the second input shaft 21 close to the second output shaft 23. The output gear 5 supports the second input shaft 21. At the same time, the overall structure of the hybrid transmission is compact and occupies little space.

Another embodiment of the present application provides a powertrain, including an engine 8, a second motor 9, a second planetary gear 10, a coupler 20, and the above hybrid transmission. The output shaft of the engine 8 is drivingly connected to the planet carrier of the second planetary gear 10, the sun gear of the second planetary gear 10 is connected to the second motor 9, and the ring gear of the second planetary gear 10 is connected to the second input shaft 21.

Among them, the fixed end of the coupler 20 is connected to the housing of the transmission, and the connecting end of the coupler 20 has three connection states: connected to the output shaft of the engine 8 so that the output shaft of the engine 8 does not rotate; connected to the output shaft of the second motor 9 so that the rotor of the second motor 9 does not rotate; not connected to other output shafts. The coupler 20 can be a synchronizer, as shown in Figure 2, the synchronizer is moved right to combine with the engine 8 so that the output shaft of the engine 8 is connected to the housing of the transmission. At this time, the engine 8 does not work, the planet carrier has no output, the second motor 9 drives the sun gear to output, and the torque of the second motor 9 is increased by the ring gear of the second planetary row 10 to provide drive for the second input shaft 21. The synchronizer is moved right to combine with the engine 8, which is suitable for the vehicle to start, forward gear and reverse gear, the second motor 9 assists the first motor 11 to drive, that is, the second motor 9 and the first motor 11 are driven at the same time to provide output power, thereby improving the power performance of the vehicle.

The synchronizer moves leftward and combines with the output shaft of the second motor 9. The second motor 9 does not work, and the engine 8 works. The engine 8 drives the planetary carrier of the second planetary gear row 10. 100% of the power output of the engine 8 is provided to the second input shaft 21 through the ring gear of the second planetary gear row 10.

The synchronizer neither moves left nor right, that is, the synchronizer is in an empty connection, the engine 8, the second motor 9 and the second planetary gear 10 form a power split module, that is, it can work for the second motor 9, the second motor 9 is in the generator working state, 70% of the power output of the engine 8 is provided to the second input shaft 21 through the ring gear of the second planetary gear 10, and 30% of the power output of the engine 8 is used for the generator to work. When the second motor 9 and the engine 8 need to output together to provide a larger power output, the engine 8 can also output 100% of the power to the second input shaft 21 through the ring gear of the second planetary gear 10, and the second motor 9 drives the sun gear, and provides power to the second input shaft 21 after the ring gear increases the torque. At this time, the second motor 9 and the engine 8 drive the second input shaft 21 together.

By controlling the engine 8 and the second motor 9 to achieve different power outputs, and by adjusting the output of the second motor 9 and the output of the first motor 11, the rotation speed of the engine 8 can be kept within a high efficiency range, thereby improving the efficiency of the engine 8.

Another embodiment of the present application provides a vehicle, comprising the above-mentioned power assembly, wherein the power efficiency of the vehicle is improved and the fuel consumption of the vehicle is reduced.

It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

The above is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features applied for herein.

Claims (10)

1. The hybrid transmission is characterized by comprising a first motor (11), a first planet row (12), a first output shaft (13) and a speed change mechanism, wherein the first motor (11) is in driving connection with a sun gear of the first planet row (12), and a planet carrier of the first planet row (12) is in driving connection with the first output shaft (13);

The speed change mechanism comprises a second input shaft (21), a second intermediate shaft (22) and a second output shaft (23), wherein a gear shift combination assembly (3) and at least one driving gear are arranged on the second input shaft (21), the gear shift combination assembly (3) is used for being in transmission connection with the second input shaft (21) and one of the driving gears, at least one driven gear and one intermediate gear (4) are in transmission connection on the second intermediate shaft (22), the driven gears and the driving gears are in one-to-one constant engagement, an output gear (5) is in transmission connection on the second output shaft (23), and the output gear (5) and the intermediate gear (4) are in constant engagement.

2. Hybrid transmission according to claim 1, characterized in that the first output shaft (13) is connected with the second output shaft (23).

3. A hybrid transmission according to claim 1, wherein the shift coupling assembly (3) includes an external spline provided on the second input shaft (21), a driving assembly driving the second input shaft (21) to move in an axial direction of the second input shaft (21), and an internal spline formed in a center hole of each of the driving gears, the driving assembly driving the second input shaft (21) to move in the axial direction of the second input shaft (21) to couple the external spline with an internal spline of one of the driving gears.

4. A hybrid transmission according to claim 3, wherein the second input shaft (21) is provided with three driving gears, and the three driving gears are distributed at intervals along the axial direction of the second input shaft (21) and are respectively a first driving gear (61), a second driving gear (62) and a third driving gear (63);

The second intermediate shaft (22) is in transmission connection with three driven gears, and the three driven gears are respectively and respectively a first driven gear (71), a second driven gear (72) and a third driven gear (73) along the axial interval of the second intermediate shaft (22);

The transmission ratio of the first driving gear (61) to the first driven gear (71) is 2, the transmission ratio of the second driving gear (62) to the second driven gear (72) is 1.2, the transmission ratio of the third driving gear (63) to the third driven gear (73) is 0.5, and the transmission ratio of the intermediate gear (4) to the driving gear is 2.

5. The hybrid transmission according to claim 4, wherein three external splines on the second input shaft (21) are provided, and are distributed at intervals along the axial direction of the second input shaft (21) from the first drive gear (61) to the third drive gear (63), and are respectively a first external spline (31), a second external spline (32) and a third external spline (33), wherein the first external spline (31) is used for being matched with the internal spline on the first drive gear (61), the second external spline (32) is used for being matched with the internal spline on the second drive gear (62), and the third external spline (33) is used for being matched with the internal spline on the third drive gear (63);

when any one of the three external splines is matched with one driving gear during the axial movement of the second input shaft (21), the other two external splines are not matched with the driving gear.

6. Hybrid transmission according to claim 5, characterized in that the second input shaft (21) is in an initial position within the hybrid transmission housing: the first external spline (31) is positioned on one side of the first driving gear (61) away from the second driving gear (62), the second external spline (32) is positioned between the first driving gear (61) and the second driving gear (62), and the third external spline (33) is positioned between the second driving gear (62) and the third driving gear (63);

the driving assembly drives the second input shaft (21) to increase the gear of the hybrid transmission when moving along the axial direction from the first driving gear (61) to the second driving gear (62), and drives the second input shaft (21) to decrease the gear of the hybrid transmission when moving along the axial direction from the second driving gear (62) to the first driving gear (61).

7. Hybrid transmission according to claim 5, characterized in that the second input shaft (21) is in an initial position within the hybrid transmission housing: the first external spline (31) is located between the first driving gear (61) and the second driving gear (62), the second external spline (32) is located between the first external spline (31) and the second driving gear (62), and the third external spline (33) is located between the second driving gear (62) and the third driving gear (63);

The driving assembly drives the hybrid transmission to shift into D1 gear when the second input shaft (21) moves along the axial direction from the second driving gear (62) to the first driving gear (61), and drives the hybrid transmission to shift into D2 gear and D3 gear when the second input shaft (21) moves along the axial direction from the first driving gear (61) to the second driving gear (62);

The D1 gear is formed by driving and connecting the second input shaft (21) with the first driving gear (61), the D2 gear is formed by driving and connecting the second input shaft (21) with the second driving gear (62), and the D3 gear is formed by driving and connecting the second input shaft (21) with the third driving gear (63).

8. Hybrid transmission according to any one of claims 1 to 7, wherein the second input shaft (21) is arranged coaxially with the second output shaft (23) and the output gear (5) is coaxially arranged on an end of the second input shaft (21) close to the second output shaft (23).

9. A power assembly, which comprises a main body and a plurality of auxiliary bodies, characterized by comprising the following steps:

a hybrid transmission as claimed in any one of claims 1 to 8;

An engine (8), a second motor (9), a second planetary row (10) and a combiner (20), wherein an output shaft of the engine (8) is in driving connection with a planet carrier of the second planetary row (10), a sun gear of the second planetary row (10) is connected with the second motor (9), and a gear ring of the second planetary row (10) is connected with the second input shaft (21);

Wherein, the stiff end of combiner (20) is connected with the casing of derailleur, the link of combiner (20) has three kinds of connected state: is connected with an output shaft of the engine (8) so as not to rotate the output shaft of the engine (8); is connected to the output shaft of the second motor (9) so that the rotor of the second motor (9) does not rotate; is not connected with other output shafts.

10. A vehicle is characterized in that, comprising a locomotion assembly according to claim 9.