CN219236749U - Transmission device and vehicle - Google Patents

Abstract

The utility model provides a transmission device and a vehicle, wherein the transmission device comprises: an engine; the first input shaft, the second input shaft and the output shaft are sleeved on the first input shaft; each gear pair comprises a driving gear and a driven gear; the first motor is in power connection with one of the plurality of driving gears; and the second motor is in power connection with the output end of the engine. Therefore, the engine and the first motor selectively provide power for the transmission device to realize three driving modes of the transmission device, the first input shaft and the second input shaft are selectively in power connection with the output shaft, and the gear pair with different transmission ratios is selectively in power connection with the output shaft to adjust the rotating speed of the output shaft, so that the speed change or gear shifting of the transmission device and the working mode of the transmission device can be realized in all three different driving modes, and meanwhile, the transmission device has the advantages of simple structure, low manufacturing cost and high reliability.

Description

Transmission device and vehicle

Technical Field

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

Background

With the development of automobile technology, the requirements of the economy and emission standard of automobiles are higher and higher, and the research and development investment of various manufacturers on the hybrid power transmission of the automobiles is larger and higher.

In the related art, a hybrid dedicated transmission (DHT) includes a planetary gear type DHT and a parallel shaft type DHT, wherein the planetary gear type DHT has a complex structure, high manufacturing cost, and a large number of shafts and bearings of the parallel shaft type DHT, resulting in a large risk of failure thereof.

Disclosure of Invention

In view of the above, the present utility model is directed to a transmission device to simplify the structure of the transmission device and reduce the production cost.

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

a transmission, comprising: an engine; the first input shaft, the second input shaft and the output shaft are sleeved on the first input shaft, and the first input shaft and the second input shaft are selectively connected with the engine in a power mode; the gear pairs comprise driving gears and driven gears, the driving gears are respectively connected with the first input shaft or the second input shaft, and the driven gears are selectively connected with the output shaft in a power mode; the first motor is in power connection with one of the driving gears; and the second motor is in power connection with the output end of the engine.

According to some embodiments of the utility model, the plurality of sets of gear pairs include: the first gear pair comprises a first driving gear and a first driven gear, and the first driving gear is connected with the first input shaft; the second gear pair comprises a second driving gear and a second driven gear, and the second driving gear is connected with the first input shaft; the third gear pair comprises a third driving gear and a third driven gear, and the third driving gear is connected with the second input shaft; the fourth gear pair comprises a fourth driving gear and a fourth driven gear, and the fourth driving gear is connected with the second input shaft; the first driven gear, the second driven gear, the third driven gear and the fourth driven gear are all sleeved on the output shaft and are selectively connected with the output shaft.

According to some embodiments of the utility model, the transmission further comprises a first synchronizer connected to the output shaft, and the first synchronizer may power-connect the first driven gear or the second driven gear with the output shaft.

According to some embodiments of the utility model, the transmission further comprises a second synchronizer, the second synchronizer is connected with the third driven gear, and the second synchronizer can dynamically connect the third driven gear with the second driven gear.

According to some embodiments of the utility model, the transmission further comprises a third synchronizer connected to the output shaft, and the third synchronizer may power-connect the third driven gear or the fourth driven gear with the output shaft.

According to some embodiments of the utility model, the first motor is in power connection with the third drive gear.

According to some embodiments of the utility model, the first motor includes a first motor idler gear and a first motor drive gear, the first motor idler gear being in meshing engagement with the first motor drive gear and the third drive gear, respectively.

According to some embodiments of the utility model, the transmission further comprises a double clutch, which is connected to an engine output shaft of the engine, and which can connect the first input shaft or the second input shaft with the engine output shaft in a dynamic manner.

According to some embodiments of the utility model, the second motor includes a second motor idler gear, a second motor driving gear, and a second motor driven gear, the second motor driven gear is connected to the output end of the engine, and the second motor idler gear is in meshing engagement with the first motor driving gear and the second motor driven gear, respectively.

Compared with the prior art, the transmission device provided by the utility model has the following advantages:

according to the transmission device provided by the embodiment of the utility model, the engine and the first motor selectively provide power for the transmission device to realize three driving modes of the transmission device, the first input shaft and the second input shaft are selectively in power connection with the output shaft, and the gear pair with different transmission ratios is selectively in power connection with the output shaft to adjust the rotating speed of the output shaft, so that the speed change or gear shifting of the transmission device and the working mode change of the transmission device can be realized in all three different driving modes, and meanwhile, the transmission device provided by the utility model has the advantages of simple structure, low manufacturing cost and high reliability.

Another object of the utility model is to propose a vehicle.

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

a vehicle comprises the transmission device.

The advantages of the vehicle over the prior art are the same as those of the above-described transmission, and are not described in detail here.

Drawings

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

FIG. 1 is a schematic diagram of a transmission device according to an embodiment of the present utility model;

FIG. 2 is a gear logic diagram of a transmission according to an embodiment of the present utility model when the transmission is driven purely electrically or by an engine;

fig. 3 is a gear logic diagram of the transmission device according to the embodiment of the present utility model in hybrid driving.

Reference numerals illustrate:

transmission 100, engine 11, engine output shaft 111, first input shaft 12, second input shaft 13, output shaft 14,

A first motor 15, a first motor idler 151, a first motor drive gear 152, a first motor rotor 153, a first motor idler shaft 154, a first motor input shaft 155,

A second motor 16, a second motor idler 161, a second motor driving gear 162, a second motor driven gear 163, a second motor rotor 164, a second motor idler shaft 165, a second motor input shaft 166, a second motor output shaft 166,

A first gear pair 17, a first driving gear 171, a first driven gear 172,

A second gear pair 18, a second driving gear 181, a second driven gear 182,

A third gear pair 19, a third driving gear 191, a third driven gear 192,

A fourth gear pair 20, a fourth driving gear 201, a fourth driven gear 202,

The first synchronizer 21, the second synchronizer 22, the third synchronizer 23, the double clutch 24, the first clutch 241, and the second clutch 242.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

The transmission 100 according to the embodiment of the present utility model will be described in detail with reference to the accompanying drawings in conjunction with the embodiments, wherein the transmission 100 may be applied to a vehicle to adjust a gear of the vehicle, and it will be understood that the transmission 100 may be applied to any device requiring a gear change or adjustment. For convenience of description, the following description will be given by taking the transmission 100 as an example of application to a vehicle, and should not be construed as limiting the present application.

As shown in fig. 1, a transmission 100 according to the present utility model includes: the engine 11, the first input shaft 12, the second input shaft 13, the output shaft 14, multiunit gear pair, first motor 15 and second motor 16, wherein, second input shaft 13 cover is established on first input shaft 12, and first input shaft 12 and second input shaft 13 are selectively with engine 11 power connection, and every gear pair of group all includes driving gear and driven gear, and a plurality of driving gears link to each other with first input shaft 12 or second input shaft 13 respectively, and a plurality of driven gears are selectively with output shaft 14 power connection, and first motor 15 is connected with one power in a plurality of driving gears, and second motor 16 is connected with the output power of engine 11.

Specifically, the gear ratios of the gear pairs are different, some of the plurality of driving gears are fixedly connected with the first input shaft 12, others of the plurality of driving gears are fixedly connected with the second input shaft 13, and the second input shaft 13 is sleeved on the first input shaft 12 in a hollow manner so that the second input shaft 13 can rotate relative to the first input shaft 12, thereby making the structure of the transmission device 100 compact.

The first input shaft 12 and the second input shaft 13 can drive different driving gears to rotate, the driving gears are respectively meshed and matched with driven gears corresponding to the driving gears to drive the driven gears to rotate, and the driven gears are selectively connected with the output shaft 14 in a power mode to drive the output shaft 14 to rotate, so that power output is achieved.

Thus, by selectively connecting the first input shaft 12 and the second input shaft 13 with the output shaft 14 in power, the gear pair having different gear ratios is connected with the output shaft 14 in power to adjust the rotation speed of the output shaft 14, thereby realizing the speed change or gear shift of the transmission 100, while the operation mode of the transmission 100 can be changed.

Further, the engine 11, the first electric machine 15, or the second electric machine 16 may selectively power the transmission 100.

Wherein the engine 11 alone may power the transmission 100 as a power source such that the transmission 100 may be driven directly by the engine 11; the first motor 15 may be configured as an electric motor, and the first motor 15 may individually power the transmission 100 as a power source, so that the transmission 100 may be configured as a pure electric drive; the first electric machine 15 and the engine 11 may cooperate as a power source to power the transmission 100 to configure the transmission 100 for hybrid drive.

The second electric machine 16 may be configured as a generator, the second electric machine 16 is in power connection with the output of the engine 11, and the second electric machine 16 is in electrical connection with the battery of the vehicle, the engine 11 may start the second electric machine 16 so that the second electric machine 16 may charge the battery, which provides electrical energy to the first electric machine 15 so that the first electric machine 15 may start normally.

Thus, the engine 11 and the first motor 15 selectively power the transmission 100 to achieve three driving modes of the transmission 100, and the first input shaft 12 and the second input shaft 13 are selectively in power connection with the output shaft 14, i.e. the gear pair with different transmission ratios is selectively in power connection with the output shaft 14 to adjust the rotation speed of the output shaft 14, so that the speed change or gear shift of the transmission 100 and the change of the operation mode of the transmission 100 can be achieved in all three different driving modes.

In the related art, a hybrid dedicated transmission (DHT) includes a planetary gear type DHT and a parallel shaft type DHT, wherein the planetary gear type DHT has a complex structure, high manufacturing cost, and a large number of shafts and bearings of the parallel shaft type DHT, resulting in a large risk of failure thereof.

The transmission device 100 can realize multi-gear and multi-mode hybrid power driving through the parts, and the transmission device 100 is simple in structure and low in manufacturing cost.

According to the transmission 100 of the present utility model, the engine 11 and the first motor 15 selectively power the transmission 100 to realize three driving modes of the transmission 100, and the first input shaft 12 and the second input shaft 13 are selectively connected with the output shaft 14 by power, so that gear pairs with different transmission ratios are selectively connected with the output shaft 14 by power to adjust the rotation speed of the output shaft 14, thereby realizing speed change or gear shifting of the transmission 100 and changing the working mode of the transmission 100 in all three different driving modes, and meanwhile, the transmission 100 of the present application has simple structure, low manufacturing cost and high reliability.

Referring to fig. 1, in some embodiments of the utility model, a plurality of sets of gear pairs include: the first gear pair 17, the second gear pair 18, the third gear pair 19 and the fourth gear pair 20, the first gear pair 17 includes a first driving gear 171 and a first driven gear 172, the first driving gear 171 is connected with the first input shaft 12, the second gear pair 18 includes a second driving gear 181 and a second driven gear 182, the second driving gear 181 is connected with the first input shaft 12, the third gear pair 19 includes a third driving gear 191 and a third driven gear 192, the third driving gear 191 is connected with the second input shaft 13, the fourth gear pair 20 includes a fourth driving gear 201 and a fourth driven gear 202, and the fourth driving gear 201 is connected with the second input shaft 13.

Specifically, the first driving gear 171 and the second driving gear 181 are fixedly connected to the first input shaft 12, the first input shaft 12 can drive the first driving gear 171 and the second driving gear 181 to rotate synchronously, the first driving gear 171 is engaged with the first driven gear 172, so that the first driving gear 171 can drive the first driven gear 172 to rotate, the second driving gear 181 is engaged with the second driven gear 182, so that the second driving gear 181 can drive the second driven gear 182 to rotate, and therefore, the first input shaft 12 can drive the first driven gear 172 and the second driven gear 182 to rotate.

The third driving gear 191 and the fourth driving gear 201 are fixedly connected with the second input shaft 13, the second input shaft 13 can drive the third driving gear 191 and the fourth driving gear 201 to rotate synchronously, the third driving gear 191 is meshed with the third driven gear 192, the third driving gear 191 can drive the third driven gear 192 to rotate, the fourth driving gear 201 is meshed with the fourth driven gear 202, the fourth driving gear 201 can drive the fourth driven gear 202 to rotate, and therefore the second input shaft 13 can drive the third driven gear 192 and the fourth driven gear 202 to rotate.

Further, the first driven gear 172, the second driven gear 182, the third driven gear 192 and the fourth driven gear 202 are all sleeved on the output shaft 14, and the first driven gear 172, the second driven gear 182, the third driven gear 192 and the fourth driven gear 202 are selectively connected with the output shaft 14, so that the first input shaft 12 and the second input shaft 13 can be selectively connected with the output shaft 14 in a transmission manner so as to drive the output shaft 14 to rotate at different rotation speeds, and power output is achieved.

In some embodiments of the present utility model, the transmission 100 further includes a first synchronizer 21, the first synchronizer 21 is coupled to the output shaft 14, and the first synchronizer 21 can power connect the first driven gear 172 or the second driven gear 182 with the output shaft 14.

Specifically, the first synchronizer 21 is disposed between the first driven gear 172 and the second driven gear 182, the first synchronizer 21 is selectively connected to the first driven gear 172 or the second driven gear 182, and the first synchronizer 21 is fixedly connected to the output shaft 14, so that the first driven gear 172 or the second driven gear 182 can drive the output shaft 14 to rotate, thereby achieving power output.

Further, the first driven gear 172 is in power connection with the first input shaft 12 through the first driving gear 171, and the second driven gear 182 is in power connection with the first input shaft 12 through the second driving gear 181, so that the first input shaft 12 can transmit power to the output shaft 14, wherein the power output from the output shaft 14 is different when power is transmitted through the first gear pair 17 or the second gear pair 18 due to the different transmission ratio of the first gear pair 17 and the second gear pair 18.

As shown in FIG. 1, in some embodiments of the utility model, the transmission 100 further includes a second synchronizer 22, the second synchronizer 22 is coupled to the third driven gear 192, and the second synchronizer 22 can power-couple the third driven gear 192 to the second driven gear 182.

Specifically, the second synchronizer 22 is fixedly connected with the third driven gear 192, the second synchronizer 22 can rotate synchronously with the third driven gear 192, the second synchronizer 22 can selectively connect the third driven gear 192 with the second driven gear 182 in a power mode, so that the third driven gear 192 can selectively drive the second driven gear 182 to rotate, and when the second synchronizer 22 is connected with the second driven gear 182, the second driven gear 182 can drive the second synchronizer 22 to rotate, so that the third driven gear 192 is driven to rotate.

In some embodiments of the present utility model, the transmission 100 further includes a third synchronizer 23, the third synchronizer 23 is connected with the output shaft 14, and the third synchronizer 23 can power connect the third driven gear 192 or the fourth driven gear 202 with the output shaft 14.

Specifically, the third synchronizer 23 is fixedly connected with the output shaft 14, and the third synchronizer 23 is selectively in power connection with the third driven gear 192 or the fourth driven gear 202, and the third synchronizer 23 can drive the output shaft 14 to rotate synchronously, so that the third driven gear 192 or the fourth driven gear 202 can drive the output shaft 14 to rotate, so as to realize power output.

Further, the third driven gear 192 is engaged with the third driving gear 191, the fourth driven gear 202 is engaged with the fourth driving gear 201, and the third driving gear 191 and the fourth driving gear 201 are fixedly connected with the second input shaft 13, so that the second input shaft 13 can transmit power to the output shaft 14 through the third gear pair 19 or the fourth gear pair 20 to realize power output.

Among them, since the transmission ratio of the third gear pair 19 is different from that of the fourth gear pair 20, the power output from the output shaft 14 when power is transmitted through the third gear pair 19 or the fourth gear pair 20 is different.

As shown in fig. 1, in some embodiments of the utility model, the first motor 15 is in power connection with a third drive gear 191.

Specifically, the first motor 15 may drive the third driving gear 191 to rotate, the third driving gear 191 is fixedly connected with the second input shaft 13, so that the first motor 15 may drive the second input shaft 13 to rotate through the third driving gear 191, and the fourth driving gear 201 is fixedly connected with the second input shaft 13, so that the fourth driving gear 201 rotates synchronously with the second input shaft 13.

Further, the third driving gear 191 is engaged with the third driven gear 192 to drive the third driven gear 192 to rotate, and the fourth driving gear 201 is engaged with the fourth driven gear 202 to drive the fourth driven gear 202 to rotate, whereby the first motor 15 can drive the third gear pair 19 and the fourth gear pair 20 to rotate at the same time.

The third synchronizer 23 is selectively connected with the third driven gear 192 or the fourth driven gear 202 such that the third driven gear 192 or the fourth driven gear 202 can drive the output shaft 14 to rotate by the third synchronizer 23 to achieve the power output driven by the first motor 15.

As shown in fig. 1, in some embodiments of the utility model, the first motor 15 includes a first motor idler gear 151 and a first motor drive gear 152, the first motor idler gear 151 being in meshing engagement with the first motor drive gear 152 and a third drive gear 191, respectively.

Specifically, the first motor 15 further includes a first motor rotor 153, a first motor idler shaft 154, and a first motor input shaft 155, where the first motor rotor 153 is connected to the first motor input shaft 155, the first motor rotor 153 may drive the first motor input shaft 155 to rotate, the first motor driving gear 152 is connected to the first motor input shaft 155, and the first motor input shaft 155 may drive the first motor driving gear 152 to rotate.

Further, the first motor idle gear 151 is fixed on the first motor idle gear shaft 154, the first motor idle gear 151 is engaged with the first motor driving gear 152, the first motor driving gear 152 can drive the first motor idle gear 151 to rotate, the first motor idle gear 151 is engaged with the third driving gear 191 to drive the third driving gear 191 to rotate, the third driving gear 191 is fixedly connected with the second input shaft 13, and meanwhile, the third driving gear 191 is engaged with the third driven gear 192, so that the first motor 15 can realize power input through the third driving gear 191.

As shown in fig. 1, in some embodiments of the utility model, the transmission 100 further includes a dual clutch 24, the dual clutch 24 being coupled to the engine output shaft 111 of the engine 11, and the dual clutch 24 being capable of powering the first input shaft 12 or the second input shaft 13 with the engine output shaft 111.

Specifically, the dual clutch 24 includes a first clutch 241 and a second clutch 242, the first clutch 241 is fixedly connected with the first input shaft 12, the second clutch 242 is fixedly connected with the second input shaft 13, the first clutch 241 is selectively connectable with the engine output shaft 111 such that the first input shaft 12 is selectively in power connection with the engine output shaft 111, and the second clutch 242 is selectively connectable with the engine output shaft 111 such that the second input shaft 13 is selectively in power connection with the engine output shaft 111 such that the engine output shaft 111 selectively drives either the first input shaft 12 or the second input shaft 13 to achieve different power outputs.

Referring to fig. 1, in some embodiments of the utility model, the second motor 16 includes a second motor idler gear 161, a second motor drive gear 162, and a second motor driven gear 163, the second motor driven gear 163 is coupled to the output of the engine 11, and the second motor idler gear 161 is in meshing engagement with the first motor drive gear 152 and the second motor driven gear 163, respectively.

Specifically, the second motor 16 further includes a second motor rotor 164, a second motor input shaft 166, and a second motor idler shaft 165, the second motor rotor 164 is connected to the second motor input shaft 166, the second motor rotor 164 can drive the second motor input shaft 166 to rotate, the second motor drive gear 162 is connected to the second motor input shaft 166, and the second motor input shaft 166 can drive the second motor drive gear 162 to rotate.

Further, the second motor idle gear 161 is fixed on the second motor idle gear shaft 165, the second motor idle gear 161 is meshed with the second motor driving gear 162, the second motor driving gear 162 can drive the second motor idle gear 161 to rotate, the second motor idle gear 161 is meshed with the second motor driven gear 163 to drive the second motor driven gear 163 to rotate, and the second motor driven gear 163 is in power connection with the engine 11 to transmit power to the engine 11, so that starting of the engine 11 is achieved.

Meanwhile, the second motor 16 may also be started by the engine 11, and such a power transmission path is opposite to the above power transmission path, which is not described in detail herein.

The power transmission paths of the transmission 100 according to the embodiment of the present utility model in different modes and different driving modes with different gear positions will be briefly described with reference to fig. 1 to 3.

When the transmission device 100 is driven by the first motor 15 (i.e. in the case of pure electric direct drive), the first motor 15 is started, and when the transmission device 100 is in gear 1, the third synchronizer 23 is connected with the third driven gear 192, and the power transmission path at this time is: the first motor rotor 153 drives the first motor input shaft 155 to rotate, the first motor input shaft 155 drives the first motor driving gear 152 to rotate, the first motor driving gear 152 drives the first motor idle gear 151 to rotate, the first motor idle gear 151 drives the third driving gear 191 to rotate, the third driving gear 191 drives the third driven gear 192 to rotate, the third driven gear 192 drives the third synchronizer 23 to rotate, and the third synchronizer 23 drives the output shaft 14 to synchronously rotate, so that power output is achieved.

When the transmission 100 is in gear 2, the first synchronizer 21 is connected to the first driven gear 172, the second synchronizer 22 is connected to the second driven gear 182, and the power transmission path is: the first motor rotor 153 drives the first motor input shaft 155 to rotate, the first motor input shaft 155 drives the first motor driving gear 152 to rotate, the first motor driving gear 152 drives the first motor idle gear 151 to rotate, the first motor idle gear 151 drives the third driving gear 191 to rotate, the third driving gear 191 drives the third driven gear 192 to rotate, the third driven gear 192 drives the second synchronizer 22 to rotate, the second synchronizer 22 drives the second driven gear 182 to rotate, the second driven gear 182 drives the second driving gear 181 to rotate, the second driving gear 181 drives the first input shaft 12 to rotate, thereby driving the first driving gear 171 to rotate, the first driving gear 171 drives the first driven gear 172 to rotate, thereby driving the first synchronizer 21 to rotate, and the first synchronizer 21 drives the output shaft 14 to rotate, so that power output is achieved.

When the transmission 100 is in 3-gear, the third synchronizer 23 is connected with the fourth driven gear 202, and the power transmission path at this time is: the first motor rotor 153 drives the first motor input shaft 155 to rotate, the first motor input shaft 155 drives the first motor driving gear 152 to rotate, the first motor driving gear 152 drives the first motor idle gear 151 to rotate, the first motor idle gear 151 drives the third driving gear 191 to rotate, the third driving gear 191 drives the second input shaft 13 to rotate, thereby driving the fourth driving gear 201 to rotate, the fourth driving gear 201 drives the fourth driven gear 202 to rotate, the third synchronizer 23 drives the output shaft 14 to rotate, and power output is achieved.

The first motor 15 is reversed when the transmission 100 is in R gear, wherein the third synchronizer 23 is connected with the third driven gear 192 when the transmission 100 is in R1 gear, and the power transmission path is the same as that when the transmission 100 is in 1 gear; when the transmission 100 is in the R2 gear, the first synchronizer 21 is connected with the first driven gear 172, the second synchronizer 22 is connected with the second driven gear 182, and the power transmission path is the same as that when the transmission 100 is in the 2 gear; when the transmission 100 is in the R3 gear, the third synchronizer 23 is connected to the fourth driven gear 202, and the power transmission path is the same as that when the transmission 100 is in the 3 gear, and will not be described in detail herein.

When the transmission 100 is driven by the engine 11, the engine 11 is started, the first motor 15 is in a closed state, and when the transmission 100 is in 1 st gear, the first synchronizer 21 is connected with the second driven gear 182, the first clutch 241 is engaged, and the power transmission path at this time is: power is transmitted to the first clutch 241 through the engine output shaft 111, the first clutch 241 drives the first input shaft 12 to rotate, the first input shaft 12 drives the second driving gear 181 to rotate, thereby driving the second driven gear 182 to rotate, and the second driven gear 182 drives the first synchronizer 21 to rotate, thereby driving the output shaft 14 to rotate, so that power output is achieved.

When the transmission 100 is in 2 nd gear, the third synchronizer 23 is connected with the third driven gear 192, the second clutch 242 is engaged, and the power transmission path at this time is: the power is transmitted to the second clutch 242 through the engine output shaft 111, the second clutch 242 drives the second input shaft 13 to rotate, thereby driving the third driving gear 191 to rotate, and driving the third driven gear 192 to rotate, the third driven gear 192 drives the third synchronizer 23 to rotate, and the third synchronizer 23 drives the output shaft 14 to rotate, so that power output is achieved.

When the transmission 100 is in 3 rd gear, the first synchronizer 21 is connected to the first driven gear 172, and the first clutch 241 is engaged, and the power transmission path is: the power is transmitted to the first clutch 241 through the engine output shaft 111, the first clutch 241 drives the first input shaft 12 to rotate, thereby driving the first driving gear 171 to rotate, and driving the first driven gear 172 to rotate, the first driven gear 172 drives the first synchronizer 21 to rotate, and the first synchronizer 21 drives the output shaft 14 to rotate, so that power output is achieved.

When the transmission 100 is in 4 th gear, the first synchronizer 21 is connected to the first driven gear 172, the second synchronizer 22 is connected to the second driven gear 182, and the second clutch 242 is engaged, and the power transmission path is: the power is transmitted to the second clutch 242 through the engine output shaft 111, the second clutch 242 drives the second input shaft 13 to rotate, thereby driving the third driving gear 191 to rotate, thereby driving the third driven gear 192 to rotate, the third driven gear 192 drives the second synchronizer 22 to rotate, thereby driving the second driven gear 182 to rotate, thereby driving the second driving gear 181 to rotate, the second driving gear 181 drives the first input shaft 12 to rotate, the first input shaft 12 drives the first driving gear 171 to rotate, and the first driving gear 171 drives the first driven gear 172 to rotate, thereby driving the first synchronizer 21 to rotate, thereby driving the output shaft 14 to rotate, so as to realize power output.

When the transmission 100 is in 5 th gear, the second synchronizer 22 is connected to the second driven gear 182, the third synchronizer 23 is connected to the fourth driven gear 202, and the first clutch 241 is engaged, and the power transmission path at this time is: the power is transmitted to the first clutch 241 through the engine output shaft 111, the first clutch 241 drives the first input shaft 12 to rotate, thereby driving the second driving gear 181 to rotate, thereby driving the second driven gear 182 to rotate, the second driven gear 182 drives the second synchronizer 22 to rotate, the second synchronizer 22 drives the third driven gear 192 to rotate, thereby driving the third driving gear 191 to rotate, thereby driving the second input shaft 13 to rotate, the second input shaft 13 drives the fourth driving gear 201 to rotate, thereby driving the fourth driven gear 202 to rotate, thereby driving the third synchronizer 23 to rotate, and the third synchronizer 23 drives the output shaft 14 to rotate, so as to realize power output.

When the transmission 100 is in 6 th gear, the third synchronizer 23 is connected with the fourth driven gear 202, the second clutch 242 is engaged, and the power transmission path is: the power is transmitted to the second clutch 242 through the engine output shaft 111, the second clutch 242 drives the second input shaft 13 to rotate, so that the fourth driving gear 201 is driven to rotate, the fourth driven gear 202 drives the third synchronizer 23 to rotate, and the third synchronizer 23 drives the output shaft 14 to rotate, so that power output is achieved.

When the transmission device 100 is in the hybrid power driving state, the first motor 15 and the engine 11 simultaneously provide power for the transmission device 100, at this time, the gear 1 driven by the pure electric direct drive can be mixed with the gear 1 or the gear 2 or the gear 3 driven by the engine 11, the gear 2 driven by the pure electric direct drive can be mixed with the gear 3 or the gear 4 driven by the engine 11, and the gear 3 driven by the pure electric direct drive can be mixed with the gear 1 or the gear 3 or the gear 6 driven by the engine 11, so as to realize different power outputs during the hybrid power driving, and specific power transmission paths are not repeated herein.

When the transmission 100 is in the series mode, power is transmitted to the second motor driven gear 163 through the engine output shaft 111, the second motor driven gear 163 drives the second motor idle gear 161 to rotate, thereby driving the second motor driving gear 162 to rotate, and further driving the second motor input shaft 166 to rotate, the second motor input shaft 166 drives the second motor rotor 164 to charge the battery, the battery provides electric power for the first motor rotor 153, and the first motor rotor 153 drives the vehicle to travel.

When the transmission 100 is in the start-up engine 11 mode, power is transmitted to the second motor input shaft 166 via the second motor rotor 164, and the second motor input shaft 166 drives the second motor drive gear 162 to rotate, thereby driving the second motor idler gear 161 to rotate, and thus driving the second motor driven gear 163 to rotate, and the second motor driven gear 163 transmits power to the engine 11 to start up the engine 11.

When the transmission 100 is in the idle charging mode, power is transmitted to the second motor driven gear 163 through the engine output shaft 111, and the second motor driven gear 163 drives the second motor idle gear 161 to rotate, thereby driving the second motor driving gear 162 to rotate, and further driving the second motor input shaft 166 to rotate, and the second motor input shaft 166 drives the second motor rotor 164 to charge the battery.

When the transmission device 100 is in the driving charging mode, a part of the power of the engine 11 is transmitted to the second motor driven gear 163 through the engine output shaft 111, so as to drive the second motor idle gear 161 to rotate and further drive the second motor driving gear 162 to rotate, and the second motor driving gear 162 drives the second motor rotor 164 to charge the battery through the second motor input shaft 166; another part of the power of the engine 11 is transmitted through the engine 11 driving gear power transmission path to achieve driving of the vehicle while charging.

When the transmission device 100 is in the braking energy recovery mode, the power transmission path is opposite to the gear power transmission path in the pure electric direct drive, the braking energy is transmitted to the first motor rotor 153 by the output shaft 14, and the braking energy is transmitted to the battery through the first motor rotor 153, so that the braking energy is recovered.

Therefore, the transmission device 100 can realize multi-gear and multi-mode hybrid power driving, the system efficiency of the transmission device 100 is high, and the oil saving effect is obvious.

According to the vehicle provided by the utility model, the transmission device 100 is arranged, so that the multi-gear multi-mode hybrid power driving can be realized, the system efficiency of the vehicle is high, the oil saving effect is obvious, meanwhile, the vehicle has 3 gears when the vehicle runs purely electrically, the requirements of low-speed starting dynamic property and high-speed cruising economy of the vehicle can be met, parts of the vehicle can be simplified, and the production cost of the vehicle is reduced.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A transmission, comprising:

an engine (11);

the device comprises a first input shaft (12), a second input shaft (13) and an output shaft (14), wherein the second input shaft (13) is sleeved on the first input shaft (12), and the first input shaft (12) and the second input shaft (13) are selectively connected with the engine (11) in a power mode;

a plurality of gear pairs, each gear pair comprises a driving gear and a driven gear, a plurality of driving gears are respectively connected with the first input shaft (12) or the second input shaft (13), and a plurality of driven gears are selectively connected with the output shaft (14) in a power mode;

a first motor (15), the first motor (15) being in power connection with one of the plurality of drive gears;

and the second motor (16), the second motor (16) is connected with the output end power of the engine (11).

2. The transmission of claim 1, wherein a plurality of sets of the gear pairs comprise:

a first gear pair (17), the first gear pair (17) comprising a first driving gear (171) and a first driven gear (172), the first driving gear (171) being connected to the first input shaft (12);

a second gear pair (18), the second gear pair (18) comprising a second driving gear (181) and a second driven gear (182), the second driving gear (181) being connected to the first input shaft (12);

a third gear pair (19), the third gear pair (19) comprising a third driving gear (191) and a third driven gear (192), the third driving gear (191) being connected to the second input shaft (13);

a fourth gear pair (20), the fourth gear pair (20) comprising a fourth driving gear (201) and a fourth driven gear (202), the fourth driving gear (201) being connected to the second input shaft (13);

the first driven gear (172), the second driven gear (182), the third driven gear (192) and the fourth driven gear (202) are all sleeved on the output shaft (14) and are selectively connected with the output shaft (14).

3. The transmission of claim 2, further comprising a first synchronizer (21), the first synchronizer (21) being coupled to the output shaft (14), and the first synchronizer (21) being configured to power the first driven gear (172) or the second driven gear (182) to the output shaft (14).

4. The transmission of claim 2, further comprising a second synchronizer (22), the second synchronizer (22) being coupled to the third driven gear (192), and the second synchronizer (22) being configured to dynamically couple the third driven gear (192) to the second driven gear (182).

5. The transmission according to claim 2, further comprising a third synchronizer (23), the third synchronizer (23) being connected to the output shaft (14), and the third synchronizer (23) being adapted to power-connect the third driven gear (192) or the fourth driven gear (202) with the output shaft (14).

6. The transmission according to claim 2, characterized in that the first motor (15) is in power connection with the third driving gear (191).

7. The transmission of claim 6, wherein the first motor (15) includes a first motor idler (151) and a first motor drive gear (152), the first motor idler (151) being in meshing engagement with the first motor drive gear (152) and the third drive gear (191), respectively.

8. Transmission according to claim 1, further comprising a double clutch (24), said double clutch (24) being connected to an engine output shaft (111) of said engine (11), and said double clutch (24) being adapted to power-connect said first input shaft (12) or said second input shaft (13) to said engine output shaft (111).

9. The transmission of claim 1, wherein the second motor (16) includes a second motor idler (161), a second motor drive gear (162) and a second motor driven gear (163), the second motor driven gear (163) is connected to the output of the engine (11), and the second motor idler (161) is in meshing engagement with the second motor drive gear (162) and the second motor driven gear (163), respectively.

10. A vehicle comprising a transmission according to any one of claims 1-9.

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