CN219176881U

CN219176881U - Transmission, powertrain, and vehicle

Info

Publication number: CN219176881U
Application number: CN202223422034.9U
Authority: CN
Inventors: 杨胜麟; 高缘
Original assignee: BYD Co Ltd; BYD Auto Co Ltd
Current assignee: BYD Co Ltd; BYD Auto Co Ltd
Priority date: 2022-12-16
Filing date: 2022-12-16
Publication date: 2023-06-13
Anticipated expiration: 2032-12-16

Abstract

The application provides a transmission, a power assembly and a vehicle, wherein the transmission comprises a first power input part, a transmission assembly and an output part; the transmission assembly includes a planetary gear mechanism, a first one-way clutch, and a first engagement and disengagement element; the planetary gear mechanism includes an input member, an intermediate member, and an output member; the input element is in transmission connection with the first power input part; the intermediate member is connected with a first portion of a first one-way clutch, a second portion of which is fixed; the input element and the output element are connected through a first joint disconnection element; the output element is connected to the output section. The transmission, the power assembly and the vehicle can be switched between different output gears without power interruption, and are simple and reliable in structure and good in power performance.

Description

Transmission, powertrain, and vehicle

Technical Field

The application belongs to the technical field of transmissions, and particularly relates to a transmission, a power assembly and a vehicle.

Background

In existing transmissions and powertrains, the shift between different output gears is typically controlled by a combination of clutches and synchronizers, thus requiring that during the shift: the disconnect clutch interrupts the power output, the synchronizer shifts, and the engage clutch continues the power output, so that a problem of power interruption occurs.

Disclosure of Invention

To above-mentioned technical problem, this application provides a derailleur, in the in-process that switches between different output gear, the problem of power interruption can not appear.

The specific technical scheme of the application is as follows:

a transmission includes a first power input, a drive assembly, and an output;

the transmission assembly includes a planetary gear mechanism, a first one-way clutch, and a first engagement and disengagement element; the planetary gear mechanism includes an input member, an intermediate member, and an output member;

the input element is in transmission connection with the first power input part; the intermediate member is connected with a first portion of the first one-way clutch, a second portion of the first one-way clutch being fixed; the input element and the output element are connected through the first joint disconnection element; the output element is connected with the output part;

the first one-way clutch is configured to: the first and second portions of the first one-way clutch are decoupled when the first engagement and disengagement element is in an engaged state; the first portion and the second portion of the first one-way clutch are coupled when the first engagement and disengagement element is in an off state.

In addition, the transmission according to the present application may also have the following additional technical features.

In some examples of the present application, the transmission further includes a second power input in driving connection with the output; the transmission assembly further includes a second one-way clutch, a first portion of the second one-way clutch being connected with the output member, a second portion of the second one-way clutch being connected with the output; the second one-way clutch is configured to: the first portion and the second portion of the second one-way clutch are decoupled when a rotational speed of the first portion of the second one-way clutch in a first direction is less than a rotational speed of the second portion of the second one-way clutch in the first direction; the first portion and the second portion of the second one-way clutch are coupled when a rotational speed of the first portion of the second one-way clutch in the first direction is not less than a rotational speed of the second portion of the second one-way clutch in the first direction.

In some examples of the present application, the transmission further includes a second engagement and disengagement element connected between the output element and the second one-way clutch, or the second engagement and disengagement element is connected between the second one-way clutch and the output.

In some examples of the present application, the first engagement and disengagement element is a synchronizer and the second engagement and disengagement element is a synchronizer.

In some examples of the present application, the output includes a first gear drivingly connected with the second one-way clutch and the second power input, respectively, and the first gear is adapted to be coaxially connected with an axle.

In some examples of the present application, the output further includes an intermediate shaft, a second gear, and a third gear, the second gear and the third gear coaxially disposed on the intermediate shaft, the second gear meshed with the first gear; the first portion of the second one-way clutch is connected with the output member, and the second portion of the second one-way clutch forms a clutch gear in mesh with the third gear.

In some examples of the present application, the transmission further includes a third power input in driving connection with the input member and the first power input, respectively.

In some examples of the present application, the third power input includes a first gear assembly including a fourth gear and a fifth gear, the fourth gear and the fifth gear meshing, the fifth gear coaxially connected with the input element.

In some examples of the present application, the fourth gear, the fifth gear, the first gear, and the second gear are disposed radially opposite one another.

In some examples of the present application, the planetary gear mechanism, the second one-way clutch, the first engagement and disengagement element, and the fifth gear are arranged in order in an axial direction; or, the first engagement/disengagement element, the planetary gear mechanism, the second one-way clutch, and the fifth gear are arranged in this order in the axial direction.

In some examples of the present application, the input member is a sun gear, the intermediate member is a ring gear, and the output member is a planet carrier; or, the input element is a planet carrier, the intermediate element is a gear ring, and the output element is a sun gear; or, the input member is a ring gear, the intermediate member is a sun gear, and the output member is a carrier; alternatively, the input member is a carrier, the intermediate member is a sun gear, and the output member is a ring gear.

In some examples of the present application, the transmission further includes a housing that houses the drive assembly, the second portion of the first one-way clutch being fixedly connected with the housing.

The application also provides a power assembly, including the power supply and the derailleur that this application provided, the power supply with first power input portion transmission connection.

In some examples of the present application, the power source is an engine or an electric motor, the first power input includes a first input shaft, and the power source is in driving connection with the input element through the first input shaft.

In some examples of the present application, the powertrain further includes a first motor; the transmission further comprises a second power input part, the second power input part comprises a second input shaft, and the first motor is in transmission connection with the output part through the second input shaft.

In some examples of the present application, the powertrain further includes a second motor; the transmission further comprises a third power input part, the third power input part comprises a third input shaft, and the second motor is in transmission connection with the input element and the first power input part respectively through the third input shaft.

The application also provides a vehicle comprising wheels and the power assembly provided by the application, wherein the output part is in transmission connection with the wheels.

In the transmission, the powertrain and the vehicle provided by the application, the first engagement and disengagement element respectively realizes the two-gear speed ratio of the transmission in the engagement state and the disengagement state, and the arrangement of the planetary gear mechanism and the first one-way clutch can enable the first engagement and disengagement element not to generate power interruption when being switched between the engagement state and the disengagement state, so that the transmission is simple and reliable in structure and has good power performance.

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

Drawings

FIG. 1 is a schematic illustration of a vehicle provided in one embodiment of the present application.

FIG. 2 is a schematic illustration of a transmission provided in accordance with an embodiment of the present application.

FIG. 3 is a schematic illustration of a transmission provided in accordance with another embodiment of the present application.

FIG. 4 is a schematic illustration of a transmission provided in accordance with another embodiment of the present application.

FIG. 5 is a schematic illustration of a transmission provided in accordance with another embodiment of the present application.

FIG. 6 is a schematic illustration of a powertrain provided in an embodiment of the present application.

FIG. 7 is a schematic illustration of a purely electric mode of the powertrain provided by an embodiment of the present application.

FIG. 8 is a schematic diagram of a hybrid series mode of a powertrain provided in one embodiment of the present application.

FIG. 9 is a schematic diagram of a hybrid parallel first gear mode of a powertrain according to one embodiment of the present disclosure.

FIG. 10 is a schematic diagram of a hybrid parallel two-gear mode of a powertrain according to one embodiment of the present disclosure.

Reference numerals:

100. a transmission; 100a, a first power input part; 100b, a second power input part; 100c, a third power input unit;

110. a transmission assembly; 120. an output unit; 130. a housing;

10. a planetary gear mechanism; 11. an input element; 12. an intermediate member; 13. an output element;

21. a first one-way clutch; 22. a second one-way clutch;

31. a first engagement and disengagement element; 32. a second engagement and disengagement element;

41. a first gear; 42. a second gear; 43. a third gear; 44. a fourth gear; 45. a fifth gear; 46. an intermediate shaft;

50. a differential;

61. a first input shaft; 62. a second input shaft; 63. a third input shaft;

200. a power assembly; 210. an engine; 220. a first motor; 230. a second motor;

300. a vehicle; 310. a wheel; 320. an axle.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the application more clear, the application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.

In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "vertical," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the present application. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.

1-10, a transmission 100, powertrain 200, and vehicle 300 according to an embodiment of the present application are described in detail below. As shown in fig. 1, the transmission 100 includes a first power input 100a, a transmission assembly 110, and an output 120. A power source (e.g., engine 210) of powertrain 200 is drivingly connected to first power input 100a, and wheels 310 of vehicle 300 are drivingly connected to output 120.

As shown in fig. 2, the transmission assembly 110 includes the planetary gear mechanism 10, the first one-way clutch 21, and the first engagement and disengagement element 31. The planetary gear mechanism 10 includes an input member 11, an intermediate member 12 and an output member 13. The input member 11 is in driving connection with the first power input 100 a. The intermediate element 12 is connected to a first part of the first one-way clutch 21, and a second part of the first one-way clutch 21 is fixed. The input element 11 is connected to the output unit 120. The first one-way clutch 21 is configured to: when the first engagement and disengagement element 31 is in the engaged state, the first portion and the second portion of the first one-way clutch 21 are decoupled; when the first engagement and disengagement element 31 is in the disengaged state, the first portion and the second portion of the first one-way clutch 21 are coupled. The first one-way clutch 21 may be configured, at least in part, as a device capable of self-engaging and disengaging with a change in the speed of the driving and driven portions or a change in the rotational direction, such as a one-way deep groove ball bearing or an overrunning clutch. As shown in fig. 2, in some embodiments, the transmission 100 further includes a housing 130, and the housing 130 houses the drive assembly 110, with the second portion of the first one-way clutch 21 fixedly coupled to the housing 130.

When the first engagement and disengagement element 31 is in the disengaged state, the transmission 100 is in the first gear, and the first portion and the second portion of the first one-way clutch 21 are coupled, i.e. the intermediate element 12 is fixed by the first one-way clutch 21, such that relative rotation between the input element 11 and the output element 13 occurs and torque is transferred at a first speed ratio. When the first engagement/disengagement element 31 is in the engaged state, the input element 11 and the output element 13 are relatively fixedly connected, the transmission 100 is in the second gear, and the first portion and the second portion of the first one-way clutch 21 are decoupled, i.e. the intermediate element 12 is released under the influence of the first one-way clutch 21, such that the input element 11, the intermediate element 12 and the output element 13 can co-rotate at the same rotational speed, i.e. such that torque is transmitted between the input element 11 and the output element 13 at a second speed ratio equal to 1. In some embodiments, the first engagement and disengagement element 31 may be controlled to switch between the disengaged state and the engaged state by an electronic control or the like.

As the first engagement and disengagement element 31 is switched between the disengaged state and the engaged state, the first one-way clutch 21 can automatically cause the intermediate element 12 of the planetary gear mechanism 10 to be fixed or released without the action of hydraulic pressure, thereby switching the input element 11 and the output element 13 of the planetary gear mechanism 10 between the first speed ratio and the second speed ratio. That is, in the transmission provided in the embodiment of the present application, the first engagement/disengagement element 31 achieves the two-speed ratio of the transmission 100 in the engaged state and the disengaged state, respectively, and the planetary gear mechanism 10 and the first one-way clutch 21 are provided such that power interruption does not occur when the first engagement/disengagement element 31 is switched between the engaged state and the disengaged state, the structure is simple and reliable, and good power performance is achieved, compared to the shift manner (off clutch→synchronizer neutral→synchronizer target gear→engage clutch) of the related art.

As shown in FIG. 2, in some embodiments, the input member 11 is a sun gear, the intermediate member 12 is a ring gear, and the output member 13 is a planet carrier. In other embodiments, the input member 11 is a carrier, the intermediate member 12 is a ring gear, and the output member 13 is a sun gear; alternatively, the input member 11 is a ring gear, the intermediate member 12 is a sun gear, and the output member 13 is a carrier; alternatively, the input member 11 is a carrier, the intermediate member 12 is a sun gear, and the output member 13 is a ring gear.

As shown in fig. 3, in some embodiments, the transmission 100 further includes a second power input 100b, the second power input 100b being drivingly connected to the output 120. The transmission assembly 110 further includes a second one-way clutch 22, a first portion of the second one-way clutch 22 being coupled to the output member 13 and a second portion of the second one-way clutch 22 being coupled to the output 120. The second one-way clutch 22 is configured to: the first portion and the second portion of the second one-way clutch 22 are decoupled when the rotational speed of the first portion of the second one-way clutch 22 in the first direction is less than the rotational speed of the second portion of the second one-way clutch 22 in the first direction; the first portion and the second portion of the second one-way clutch 22 are coupled when the rotational speed of the first portion of the second one-way clutch 22 in the first direction is not less than the rotational speed of the second portion of the second one-way clutch 22 in the first direction. The second one-way clutch 22 may be configured, at least in part, as a device capable of self-engaging and disengaging with a change in the speed of the driving and driven portions or a change in the rotational direction, such as a one-way deep groove ball bearing or an overrunning clutch.

When the transmission 100 has only the power input of the second power input portion 100b, the second power input portion 100b will rotate the output portion 120 and the second portion of the second one-way clutch 22. If the power input of the first power input unit 100a needs to be engaged at this time, the rotational speed of the first portion of the second one-way clutch 22 is gradually increased by the power input of the first power input unit 100a by the provision of the second one-way clutch 22. At the beginning, the rotational speed of the first portion of the second one-way clutch 22 in the first direction is smaller than the rotational speed of the second portion of the second one-way clutch 22 in the first direction, i.e., the first portion and the second portion of the second one-way clutch 22 are decoupled, i.e., the power input of the first power input portion 100a has not yet been transmitted to the output portion 120. When the rotational speed of the first portion of the second one-way clutch 22 in the first direction increases to be equal to the rotational speed of the second portion of the second one-way clutch 22 in the first direction, the first portion and the second portion of the second one-way clutch 22 are coupled, that is, the power input of the first power input portion 100a is transmitted to the output portion 120. The first direction refers to the rotational directions of the first and second portions of the second one-way clutch 22 when the transmission 100 is in the driven state by the power input of the first power input portion 100 a.

That is, in the transmission 100 provided in the embodiment of the present application, when the transmission 100 has only the power input of the second power input portion 100b, if the power input of the first power input portion 100a needs to be involved, the first one-way clutch 21 and the second one-way clutch 22 need not control the corresponding hydraulic clutches through a complex hydraulic system, so that the transmission 100 has a simple and reliable structure, rapid and smooth state switching, and good power performance.

As shown in fig. 3, in some embodiments, the transmission 100 further includes a second engagement and disengagement element 32, the second engagement and disengagement element 32 being connected between the output element 13 and the second one-way clutch 22, or the second engagement and disengagement element 32 being connected between the second one-way clutch 22 and the output 120. In some embodiments, the second engagement and disengagement element 32 may be controlled to switch between the disengaged and engaged states by electronic control, such as motor control.

When the transmission 100 needs to cancel the power input of the first power input portion 100a, the second engagement and disengagement element 32 is switched to the disengagement state, so that the transmission 100 can be switched before different power modes more flexibly, and conditions are provided for the transmission 100 to realize more power modes.

In some embodiments, the first engagement and disengagement element 31 and the second engagement and disengagement element 32 are synchronizers. That is, the transmission 100 provided in the embodiment of the present application may omit a hydraulic clutch and a corresponding hydraulic control structure, relative to a hydraulic clutch generally used in the related art. In other embodiments, the first engagement and disengagement element 31 or the second engagement and disengagement element 32 may also be provided as an electromagnetic clutch. Further, in other embodiments, the first engagement and disengagement element 31 or the second engagement and disengagement element 32 may be integrated as an electromagnetic dual clutch.

As shown in fig. 2-3, in some embodiments, the output 120 includes a first gear 41, the first gear 41 is drivingly connected with the second one-way clutch 22 and the second power input 100b, respectively, and the first gear 41 is adapted to be coaxially connected with the axle 320. In some embodiments, the output 120 further includes a differential 50, an input portion of the differential 50 being fixedly coupled to the first gear 41, and an output portion of the differential 50 being splined to the axle 320.

As shown in fig. 2-3, in some embodiments, the output 120 further includes an intermediate shaft 46, a second gear 42, and a third gear 43, the second gear 42 and the third gear 43 being coaxially disposed on the intermediate shaft 46, the second gear 42 meshing with the first gear 41. A first portion of the second one-way clutch 22 is connected to the output member 13 and a second portion of the second one-way clutch 22 forms the clutch gear 23 to engage with the third gear 43. That is, the output section 120 may be set to multi-stage deceleration according to specific needs.

As shown in fig. 4, in some embodiments, the transmission 100 further includes a third power input 100c, the third power input 100c being drivingly connected to the input member 11 and the first power input 100a, respectively. By providing the third power input 100c, the transmission 100 is made to have more power modes. In some embodiments, as shown in fig. 1, the first power input part 100a is connected to the engine 210, the third power input part 100c is connected to the second motor 230, the second motor 230 may be used as a driving motor to participate in driving the transmission 100, or the second motor 230 may be used as a starting motor to drive the engine 210 to start, or the second motor 230 may be used as a generator to be driven by the engine 210 to generate electricity.

As shown in fig. 4, in some embodiments, the third power input 100c includes a first gear assembly including a fourth gear 44 and a fifth gear 45, the fourth gear 44 and the fifth gear 45 meshing, the fifth gear 45 being coaxially connected with the input member 11. That is, the first gear assembly of the third power input portion 100c may be set to multi-stage reduction according to specific requirements. In other embodiments, the third power input portion 100c may also be a direct connection structure, i.e., directly connected to an external power source without a change gear structure.

As shown in fig. 4, in some embodiments, the fourth gear 44, the fifth gear 45, the first gear 41, and the second gear 42 are disposed radially opposite each other. The two sets of intermeshing fourth and

fifth gears

44, 45 and intermeshing first and

second gears

41, 42 are arranged radially opposite, i.e., substantially in the same plane, to facilitate optimizing the axial space of the transmission 100.

As shown in fig. 4, in some embodiments, the planetary gear mechanism 10, the second one-way clutch 22, the first engagement and disengagement element 31, and the fifth gear 45 are arranged in order in the axial direction. This arrangement allows the first engagement and disengagement element 31 to be located between the two rows of drive structures (i.e., the drive structure of the second one-way clutch 22 and the output 120 and the intermeshing fourth gear 44 and fifth gear 45), optimizing the weight distribution of the transmission 100. Further, the second engagement and disengagement element 32 is located between the second one-way clutch 22 and the first engagement and disengagement element 31, thereby facilitating spatial arrangement.

In other embodiments, as shown in fig. 5, the first engagement and disengagement element 31, the planetary gear mechanism 10, the second one-way clutch 22, and the fifth gear 45 are arranged in this order in the axial direction. This arrangement enables the two-row transmission structure (i.e., the transmission structure of the second one-way clutch 22 and the output 120 and the fourth gear 44 and the fifth gear 45 that intermesh) to be arranged more compactly, thereby reducing the volume of the transmission 100. Further, the second engagement and disengagement member 32 is located between the second one-way clutch 22 and the planetary gear mechanism 10, thereby facilitating spatial arrangement.

As shown in fig. 6, in some embodiments, the power source of the powertrain 200 is an engine 210, and the first power input 100a includes a first input shaft 61, with the engine 210 drivingly connected to the input member 11 through the first input shaft 61. In other embodiments, the power source may also be an electric motor.

As shown in fig. 6, in some embodiments, the powertrain 200 further includes a first motor 220, the second power input 100b includes a second input shaft 62, and the first motor 220 is drivingly connected to the output 120 through the second input shaft 62.

As shown in fig. 6, in some embodiments, the powertrain 200 further includes a second motor 230, and the third power input 100c includes a third input shaft 63, with the second motor 230 being drivingly connected to the input member 11 and the first power input 100a, respectively, via the third input shaft 63.

The powertrain 200 and the vehicle 300 provided with the powertrain 200 provided in the embodiment of the application have various working modes: pure electric mode, hybrid series mode, hybrid parallel first gear mode and hybrid parallel second gear mode.

As shown in fig. 7, when the powertrain 200 is in the pure electric mode, in which the engine 210 and the second motor 230 may be deactivated, the second engagement and disengagement element 32 is controlled to be in an off state, and the first motor 220 is controlled to output power to the output portion 120 through the second power input portion 100b to drive the wheels 310 of the vehicle 300.

As shown in fig. 8, when the powertrain 200 is in the hybrid series mode, the second engagement/disengagement element 32 is controlled to be in a disengaged state, the engine 210 is controlled to drive the second motor 230 to generate electricity through the first power input portion 100a, the input element 11, and the third power input portion 100c, and the first motor 220 is controlled to output power to the output portion 120 through the second power input portion 100b so as to drive the wheels 310 of the vehicle 300.

As shown in fig. 9, when the powertrain 200 is in the hybrid parallel first gear mode, the second engagement/disengagement element 32 is controlled to be in the engaged state, the first engagement/disengagement element 31 is controlled to be in the disengaged state, the engine 210 is controlled to output power to the output portion 120 through the first power input portion 100a, the planetary gear mechanism 10, the second engagement/disengagement element 32, and the first one-way clutch 21 to drive the wheels 310 of the vehicle 300, and the first motor 220 is controlled to output power to the output portion 120 through the second power input portion 100b to drive the wheels 310 of the vehicle 300. In this mode, the speed ratio of the planetary gear mechanism 10 is the first speed ratio.

As shown in fig. 10, when the powertrain 200 is in the hybrid parallel two-speed mode, the second engagement/disengagement element 32 is controlled to be in the engaged state, the first engagement/disengagement element 31 is controlled to be in the engaged state, the engine 210 is controlled to output power to the output portion 120 through the first power input portion 100a, the planetary gear mechanism 10, the second engagement/disengagement element 32, and the first one-way clutch 21 to drive the wheels 310 of the vehicle 300, and the first motor 220 is controlled to output power to the output portion 120 through the second power input portion 100b to drive the wheels 310 of the vehicle 300. In this mode, the speed ratio of the planetary gear mechanism 10 is the second speed ratio, and the second speed ratio is equal to 1.

When the powertrain 200 is in the hybrid parallel first-gear mode or the hybrid parallel second-gear mode, the engine 210 is configured to operate in a high-efficiency region, wherein the rotational speed and torque of the engine 210 are controlled to be in the high-efficiency region, with higher efficiency. When the required power of the engine 210 is smaller than the high-efficiency region power, the engine 210 drives the second motor 230 to generate electricity so as to use the part of the high-efficiency region power exceeding the required power for generating electricity; when the required power of the engine 210 is greater than the high-efficiency region power, the first motor 220 is controlled to increase the output power or the second motor 230 is controlled to output power through the third power input part 100c to compensate for the portion where the high-efficiency region power is less than the required power. Through the control, the power assembly 200 and the vehicle 300 with the power assembly provided by the embodiment of the application have higher economical efficiency and dynamic property.

Other configurations and operations of the transmission 100, powertrain 200, and vehicle 300 according to embodiments of the present application are known to those of ordinary skill in the art and will not be described in detail herein.

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

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

Claims

1. A transmission comprising a first power input, a transmission assembly and an output;

2. The transmission of claim 1, further comprising a second power input in driving connection with the output;

the transmission assembly further includes a second one-way clutch, a first portion of the second one-way clutch being connected with the output member, a second portion of the second one-way clutch being connected with the output;

the second one-way clutch is configured to: the first portion and the second portion of the second one-way clutch are decoupled when a rotational speed of the first portion of the second one-way clutch in a first direction is less than a rotational speed of the second portion of the second one-way clutch in the first direction; the first portion and the second portion of the second one-way clutch are coupled when a rotational speed of the first portion of the second one-way clutch in the first direction is not less than a rotational speed of the second portion of the second one-way clutch in the first direction.

3. The transmission of claim 2, further comprising a second engagement and disengagement element connected between the output element and the second one-way clutch or between the second one-way clutch and the output.

4. A transmission according to claim 3, wherein the first and second engagement and disengagement elements are synchronizers.

5. The transmission of claim 2, wherein the output comprises a first gear in driving connection with the second one-way clutch and the second power input, respectively, and the first gear is adapted to be coaxially connected with an axle.

6. The transmission of claim 5, wherein the output further comprises an intermediate shaft, a second gear, and a third gear, the second gear and the third gear coaxially disposed on the intermediate shaft, the second gear meshed with the first gear;

the first portion of the second one-way clutch is connected with the output member, and the second portion of the second one-way clutch forms a clutch gear in mesh with the third gear.

7. The transmission of claim 6, further comprising a third power input in driving connection with the input member and the first power input, respectively.

8. The transmission of claim 7, wherein the third power input includes a first gear assembly including a fourth gear and a fifth gear, the fourth gear and the fifth gear meshing, the fifth gear being coaxially connected with the input member.

9. The transmission of claim 8, wherein the fourth gear, the fifth gear, the first gear, and the second gear are disposed radially opposite one another.

10. The transmission of claim 8, wherein the transmission is configured to transmit, via the transmission,

the planetary gear mechanism, the second one-way clutch, the first engagement and disengagement element, and the fifth gear are sequentially arranged in the axial direction; or alternatively, the first and second heat exchangers may be,

the first engagement and disengagement element, the planetary gear mechanism, the second one-way clutch, and the fifth gear are arranged in this order in the axial direction.

11. The transmission of claim 1, wherein the transmission comprises a gear,

the input element is a sun gear, the intermediate element is a gear ring, and the output element is a planet carrier; or alternatively, the first and second heat exchangers may be,

the input element is a planet carrier, the intermediate element is a gear ring, and the output element is a sun gear; or alternatively, the first and second heat exchangers may be,

the input element is a gear ring, the intermediate element is a sun gear, and the output element is a planet carrier; or alternatively, the first and second heat exchangers may be,

the input member is a carrier, the intermediate member is a sun gear, and the output member is a ring gear.

12. The transmission of claim 1, further comprising a housing containing the drive assembly, the second portion of the first one-way clutch being fixedly connected to the housing.

13. A powertrain comprising a power source and a transmission according to any one of claims 1-12, the power source being drivingly connected to the first power input.

14. The powertrain of claim 13, wherein the engine is configured to operate,

the power source is an engine or a motor, the first power input part comprises a first input shaft, and the power source is in transmission connection with the input element through the first input shaft.

15. The powertrain of claim 13, further comprising a first motor; the transmission further comprises a second power input part, the second power input part comprises a second input shaft, and the first motor is in transmission connection with the output part through the second input shaft.

16. The powertrain of claim 13, further comprising a second motor; the transmission further comprises a third power input part, the third power input part comprises a third input shaft, and the second motor is in transmission connection with the input element and the first power input part respectively through the third input shaft.

17. A vehicle comprising a wheel and a powertrain as claimed in any one of claims 13 to 16, the output being drivingly connected to the wheel.