CN219838439U - Speed change system and vehicle - Google Patents

Abstract

A speed change system and a vehicle, the speed change system includes a first driver, a second driver, a first synchronous switch, a second synchronous switch, a first shaft assembly and a second shaft assembly; the first shaft assembly comprises a first shaft, the second shaft assembly comprises a second shaft, the first driver and the second driver are both connected with the first shaft, the first synchronous switch is connected to the first shaft, and the first shaft assembly is in transmission connection with the second shaft assembly; the speed change system comprises a first transmission line and a second transmission line; in the first transmission line, the first shaft assembly directly transmits to the second shaft assembly; in the second transmission line, the first shaft assembly transmits to the second shaft assembly through the first synchronous switch; the second synchronous switch is arranged on the first transmission line, and the transmission ratio of the first transmission line is larger than that of the second transmission line. The speed change system provided by the utility model can solve the problem of insufficient torque output in the speed change system.

Description

Speed change system and vehicle

Technical Field

The utility model relates to the technical field of vehicle engineering, in particular to a speed change system and a vehicle.

Background

With the popularization of automobiles, particularly the continuous upgrading of new energy automobile technology, drivers put forward higher demands on the dynamic performance of the vehicles on the basis of the economy of the vehicles. In order to ensure a power system, the existing vehicles, particularly new energy electric vehicles, mostly adopt a double-motor driving mode. However, the existing dual-motor driving mode mostly cannot realize larger torque output by utilizing the advantage of simultaneous operation of dual motors under the same gear, and the situation that power is reversely transmitted to influence torque and power can occur when multiple gears are switched.

Disclosure of Invention

The utility model aims to provide a speed change system and a vehicle, and solves the problem of insufficient torque output in the speed change system.

In order to achieve the purpose of the utility model, the utility model provides the following technical scheme:

in a first aspect, the present utility model provides a transmission system comprising a first driver, a second driver, a first synchronous switch, a second synchronous switch, a first shaft assembly, and a second shaft assembly; the first shaft assembly comprises a first shaft and a gear connected with the first shaft, the second shaft assembly comprises a second shaft and a gear connected with the second shaft, the first driver and the second driver are both connected with the first shaft, the first synchronous switch is connected on the first shaft, and the first shaft assembly and the second shaft assembly are in transmission connection; the speed change system comprises a first transmission line and a second transmission line; in the first transmission line, the first shaft assembly directly transmits to the second shaft assembly; in the second transmission line, the first shaft assembly transmits to the second shaft assembly through the first synchronous switch; the first synchronous switch is used for controlling power coupling or disconnection between the first shaft and the input end of the second transmission line; the second synchronous switch is arranged on the first transmission line, and the transmission ratio of the first transmission line is larger than that of the second transmission line; the second synchronous switch is a one-way clutch allowing power to be transferred only from the first driveline.

In one embodiment, the first shaft assembly further comprises a first gear, the second shaft assembly further comprises a second gear, the first gear and the second gear are meshed; the second synchronous switch is connected with the first gear or the second gear; in the first transmission line, the first shaft is transmitted to the second shaft through the first gear and the second gear.

In one embodiment, the speed change system further comprises a third shaft, a third gear and a fourth gear, the third gear and the fourth gear being meshed, the third gear being connected to the second shaft and in driving connection with the second gear, the fourth gear being connected to the third shaft; in the first transmission line, the second shaft is transmitted to the third shaft through the third gear and the fourth gear.

In one embodiment, the first shaft assembly further comprises a fifth gear, the second shaft assembly further comprises a sixth gear, the fifth gear and the sixth gear are meshed; the first synchronous switch is in transmission connection with the fifth gear, in the second transmission line, the first shaft is in transmission with the first synchronous switch, and the first synchronous switch is in transmission with the second shaft through the fifth gear and the sixth gear.

In one embodiment, the transmission system further comprises a seventh gear and an eighth gear meshed, the seventh gear being connected to the second shaft and in driving connection with the sixth gear, the eighth gear being connected to the third shaft; in the second transmission line, the second shaft and the third shaft are transmitted through the seventh gear and the eighth gear.

In one embodiment, the gear ratio between the first gear and the second gear is greater than the gear ratio between the fifth gear and the sixth gear; and/or the transmission ratio between the third gear and the fourth gear is greater than the transmission ratio between the seventh gear and the eighth gear.

In one embodiment, the first synchronous switch is located between the first gear and the fifth gear, the first gear is located between the first driver and the first synchronous switch; the third gear and the seventh gear are both located between the second gear and the sixth gear.

In one embodiment, in the first transmission line, the first synchronous switch is turned off, the first driver and/or the second driver drives the first shaft to rotate, and the first shaft is directly transmitted to the second shaft.

In one embodiment, in the second transmission line, the first synchronous switch is closed, the first driver and/or the second driver drives the first shaft to rotate, and the first shaft is transmitted to the second shaft through the first synchronous switch.

In a second aspect, the present utility model provides a vehicle comprising a transmission system as claimed in any one of the embodiments of the first aspect.

The speed change system provided by the utility model is provided with the first driver and the second driver, and the first driver and the second driver are connected with the first shaft, so that the speed change system can carry out double power source output, and therefore, the speed change system has stronger power output and better acceleration and high-speed performance; meanwhile, the first synchronous switch is arranged, and the power coupling or disconnection between the first shaft and the input end of the second transmission line is controlled by the first synchronous switch, so that the speed change system can have two transmission gears, and further different torque running modes can be realized by using different transmission ratios of the first transmission line and the second transmission line, and the output of larger torque can be realized under the condition that two drivers work; and the second synchronous switch can enable the two transmission lines to be mutually independent, so that the condition that the maximum power output is influenced due to power reverse transmission is avoided.

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the utility model, and that other drawings can be obtained from them without inventive effort for a person skilled in the art.

FIG. 1 is a schematic illustration of a transmission system of an embodiment;

fig. 2 is a schematic diagram of the transmission paths of the first transmission line and the second transmission line of an embodiment.

Reference numerals illustrate:

100-speed change system, M1-first driver, M2-second driver, S1-first synchronous switch, S2-second synchronous switch, Z1-first shaft, Z2-second shaft, Z21-first mating shaft, Z22-second mating shaft, Z3-third shaft, G1-first gear, G2-second gear, G3-third gear, G4-fourth gear, G5-fifth gear, G6-sixth gear, G7-seventh gear, G8-eighth gear, T1-first transmission line, T2-second transmission line.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present utility model without making any inventive effort, are intended to fall within the scope of the present utility model.

It will be understood that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model belongs. The terminology used in the description of the utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.

Some embodiments of the present utility model are described in detail below with reference to the accompanying drawings. The following embodiments and features of the embodiments may be combined with each other without conflict.

Referring to fig. 1 and 2, in a first aspect, the present utility model provides a transmission system 100, including a first driver M1, a second driver M2, a first synchronous switch S1, a second synchronous switch S2, a first shaft assembly and a second shaft assembly; the first shaft assembly comprises a first shaft Z1 and a gear connected with the first shaft Z1, the second shaft assembly comprises a second shaft Z2 and a gear connected with the second shaft Z2, the first driver M1 and the second driver M2 are both connected with the first shaft Z1, the first synchronous switch S1 is connected with the first shaft Z1, and the first shaft Z1 and the second shaft Z2 are in transmission connection; the transmission system 100 includes a first transmission line T1 and a second transmission line T2; in the first transmission line T1, the first shaft assembly is directly transmitted to the second shaft assembly; in the second transmission line T2, the first shaft assembly is transmitted through the first synchronous switch S1 to the second shaft assembly; the first synchronous switch S1 is used for controlling power coupling or disconnection between the first shaft Z1 and the input end of the second transmission line T2; the second synchronous switch S2 is arranged on the first transmission line T1, and the transmission ratio of the first transmission line T1 is larger than that of the second transmission line T2; the second synchronous switch S2 is a one-way clutch, allowing only power transmission from the first transmission line T1.

Specifically, the first driver M1 and the second driver M2 may be the same power source. For example, the first driver M1 may be an electric motor, a fuel engine, a combustible gas engine, or other rotary power source; the first driver M1 may also be an electric motor, a fuel engine, a fuel gas engine, or other rotary power source. Preferably, the first driver M1 and the second driver M2 are both motors.

Of course, in other embodiments, the first driver M1 and the second driver M2 may also be different power sources, i.e. the first driver M1 is an electric motor and the second driver M2 is a fuel engine. Preferably, as in the transmission system 100 of fig. 1, the first driver M1 is located on the left side and the second driver M2 is located on the right side.

Alternatively, the first synchronous switch S1 may be a clutch, a synchronizer or other power on-off device. Preferably, the first synchronous switch S1 is a clutch; because the use of clutches reduces power interruption during a shift. The second synchronous switch S2 may be a clutch, one-way clutch, synchronizer or other power on-off device. Preferably, the second synchronizing switch S2 is a one-way clutch. The second synchronous switch S2 is used for blocking the transmission of the second shaft Z2 to the first shaft Z1. The advantage of providing the second synchronizing switch S2 as a one-way clutch is that in the first transmission line T1, the transmission parts (transmission gears) are driven in one direction in the first transmission line T1 (i.e. the first axis Z1 to the second axis Z2) and are not able to be driven in the opposite direction of the first transmission line T1.

Alternatively, the first axis Z1 and the second axis Z2 may be two parallel metal axes. The first shaft Z1 and the second shaft Z2 are in transmission connection, and a specific transmission connection mode can be that the first shaft Z1 and the second shaft Z2 are in transmission through gears, namely, at least one transmission gear is arranged on the first shaft Z1, at least one transmission gear is arranged on the second shaft Z2, the two gears are connected with each other, and when the first shaft Z1 rotates, the connected gears are driven to rotate and are transmitted to the gears on the second shaft Z2, so that the second shaft Z2 is driven.

Optionally, a first driver M1 and a second driver M2 are connected at opposite ends on the first axis Z1, and the first driver M1 and the second driver M2 are used to drive the first axis Z1 to rotate. It can be appreciated that the first driver M1 or the second driver M2 may be used to individually drive the first axis Z1 to rotate, or the first driver M1 and the second driver M2 may be used to jointly drive the first axis Z1 to rotate.

Optionally, the first synchronization switch S1 is connected on the first axis Z1. The first axis Z1 can be selectively driven to the second axis Z2 by the engagement and disengagement of the first synchronous switch S1. That is, it is understood that there are two transmission lines between the first axis Z1 and the second axis Z2, namely, the first transmission line T1 and the second transmission line T2, respectively. When the first transmission line T1 is turned off by the first synchronous switch S1, the first shaft Z1 may directly transmit to the second shaft Z2 through the transmission gear described above. When the second transmission line T2 is closed by the first synchronous switch S1, the first shaft Z1 may be transmitted through the first synchronous switch S1 and the second shaft Z2. Preferably, when the first shaft Z1 has a plurality of transmission gears, the first synchronous switch S1 may be configured to be engaged with one transmission gear on the first shaft Z1, and the first synchronous switch S1 is opened with the transmission gear to perform the first transmission line T1, and the first synchronous switch S1 is closed with the transmission gear to perform the second transmission line T2.

Optionally, the second synchronous switch S2 is disposed on the first transmission line T1; and the transmission ratio of the first transmission line T1 is greater than the transmission ratio of the second transmission line T2. When the second synchronous switch S2 is a one-way clutch, only power is allowed to be transmitted along the first axis Z1 to the second axis Z2 on the first transmission line T1. And, after setting the gear ratio of the first transmission line T1 to be larger than that of the second transmission line T2: when the first synchronous switch S1 is closed, under the setting effect of different transmission ratios, the system can automatically rotate the second transmission line T2 to transmit, and power can not return to the first shaft Z1 along the first transmission line T1 to generate obstruction because the second synchronous switch S2 is in a unidirectional relationship. The present transmission system 100 can output maximum power by providing the second synchronizing switch S2 and the different manner of the two-line transmission ratios.

The speed change system 100 provided by the utility model is provided with the first driver M1 and the second driver M2, and the first driver M1 and the second driver M2 are connected with the first shaft Z1, so that the speed change system 100 can perform double power source output, and therefore, the speed change system 100 has stronger power output to better accelerate and high-speed performance; meanwhile, the first synchronous switch S1 is arranged, and the first synchronous switch S1 is used for controlling the switching of the first transmission line T1 and the second transmission line T2, so that the speed change system 100 can have two transmission gears, and further, different torque running modes can be realized by using different transmission ratios of the first transmission line T1 and the second transmission line T2, and larger torque output can be realized under the condition that two drivers work; in addition, the second synchronous switch S2 can enable the two transmission lines to be independent of each other, and the condition that the maximum power output is influenced due to power reverse transmission is avoided.

In one embodiment, referring to fig. 1, the first shaft assembly further includes a meshed first gear G1, the second shaft assembly further includes a second gear G2, and the first gear G1 is meshed with the second gear G2; the second synchronous switch S2 is connected with the first gear G1 or the second gear G2; in the first transmission line T1, the first shaft Z1 is transmitted through the first gear G1 and the second gear G2 and the second shaft Z2.

Specifically, the first gear G1 is sleeved on the first shaft Z1, so that the first shaft Z1 can correspondingly drive the first gear G1 to rotate when rotating. The second gear G2 is sleeved on the second shaft Z2 and meshed with the first gear G1, so that the rotation of the first gear G1 can be transmitted to the second gear G2.

Alternatively, the second synchronizing switch S2 may be provided on the first gear G1 or the second gear G2. It will be appreciated that the function of the second synchronizing switch S2 is a unidirectional transmission, i.e. the transmission of the second gear G2 to the first gear G1 is organized. The second synchronous switch S2 may be mounted on either the first gear G1 or the second gear G2. For example, when the second synchronous switch S2 is connected to the second gear G2, the working principle thereof may be that when the second synchronous switch S2 is turned off, the second gear G2 is sleeved on the second shaft Z2, so that the second shaft Z2 rotates and does not drive the second gear G2 to be driven (thereby avoiding reverse transmission); when the second synchronous switch S2 is closed, the second synchronous switch S2 is connected with the second shaft Z2 in cooperation with the second gear G2, so that the second gear G2 rotates to drive the second shaft Z2 to rotate. When the second synchronous switch S2 is connected to the first gear G1, the working principle is the same, and no description is given here.

Alternatively, in the system driven by the first drive line T1, the second synchronizing switch S2 is kept closed, so that the first shaft Z1 is driven by the first gear G1 and the second gear G2 towards the second shaft Z2. In the system driven by the second drive line T2, the second synchronizing switch S2 remains open, so that the second shaft Z2 is not driven to the first shaft Z1 by the first gear G1 and the second gear G2.

In one embodiment, referring to fig. 1, the speed change system 100 further includes a third shaft Z3, a third gear G3 and a fourth gear G4, the third gear G3 and the fourth gear G4 are meshed, the third gear G3 is connected to the second shaft Z2 and is in driving connection with the second gear G2, and the fourth gear G4 is connected to the third shaft Z3; in the first transmission line T1, the second shaft Z2 and the third shaft Z3 are transmitted through the third gear G3 and the fourth gear G4.

Specifically, the third shaft Z3 is a metal rotating shaft parallel to the second shaft Z2, and the third shaft Z3 and the second shaft Z2 are in transmission connection. The third gear G3 is sleeved on the second shaft Z2, so that the second shaft Z2 can correspondingly drive the third gear G3 to rotate when rotating. The fourth gear G4 is sleeved on the third shaft Z3 and is meshed with the third gear G3, so that the rotation of the third gear G3 can be transmitted to the fourth gear G4. Optionally, the second gear G2 and the third gear G3 are disposed front and back along the axial direction of the second shaft Z2.

Alternatively, the second synchronizing switch S2 may also be provided at the third gear G3. It will be appreciated that the function of the second synchronizing switch S2 is to prevent the problem of power transmission in the direction of the first transmission line T1 (i.e. the second shaft Z2 is driven to the first shaft Z1 by the connected gear) during transmission in the second transmission line T2. The second synchronous switch S2 is not limited to a specific gear to be controlled, as long as it is provided in the first transmission line T1.

Alternatively, the third axis Z3 may be the actual power axis that the transmission system 100 outputs outward. Namely, the system can realize the effect of two-stage deceleration by arranging a first shaft Z1, a second shaft Z2, a third shaft Z3 and gears connected to the shafts.

In one embodiment, referring to fig. 1, the first shaft assembly further includes a fifth gear G5, the second shaft assembly further includes a sixth gear G6, and the fifth gear G5 and the sixth gear G6 are meshed; the synchronous switch is in transmission connection with the fifth gear G5, and in the second transmission line T2, the first shaft Z1 is transmitted to the synchronous switch, and the synchronous switch is transmitted to the second shaft Z2 through the fifth gear G5 and the sixth gear G6.

Specifically, the fifth gear G5 is sleeved on the first shaft Z1, and the fifth gear G5 and the first synchronous switch S1 are disposed in a clutch manner. For example, when the first synchronous switch S1 is turned off, the fifth gear G5 may be empty and sleeved on the first shaft Z1, so that the rotation of the first shaft Z1 does not drive the fifth gear G5 to rotate (the second transmission line T2 is blocked); when the first synchronous switch S1 is closed, the first synchronous switch S1 is connected with the first shaft Z1 in cooperation with the fifth gear G5, so that the first shaft Z1 can drive the fifth gear G5 to rotate (the second transmission line T2 is turned on).

The sixth gear G6 is sleeved on the second shaft Z2 and meshed with the fifth gear G5, so that the rotation of the fifth gear G5 can be transmitted to the sixth gear G6. And, the transmission ratio between the first gear G1 and the second gear G2 is larger than that of the fifth gear G5 and the sixth gear G6. So that the first axis Z1 is driven through the fifth gear G5 and the sixth gear G6 and the second axis Z2 while the first synchronous switch S1 remains closed during the system is driven through the second drive line T2.

In one embodiment, referring to fig. 1, the first synchronous switch S1 is located between the first gear G1 and the fifth gear G5, and the first gear G1 is located between the first driver M1 and the first synchronous switch S1. Specifically, the first synchronous switch S1 is located between the first gear G1 and the fifth gear G5, and is connected to the fifth gear G5. The first gear G1 is located at an end of the first axis Z1 near the first driver M1, and the fifth gear G5 is located at an end of the first axis Z1 near the second driver M2.

In one embodiment, the transmission system 100 further includes a seventh gear G7 and an eighth gear G8 engaged, the seventh gear G7 being connected to the second shaft Z2 and in driving connection with the sixth gear G6, the eighth gear G8 being connected to the third shaft Z3; in the second transmission line T2, the second shaft Z2 and the third shaft Z3 are transmitted through the seventh gear G7 and the eighth gear G8.

Specifically, the seventh gear G7 is sleeved on the second shaft Z2, so that the seventh gear G7 can be correspondingly driven to rotate when the second shaft Z2 rotates. The eighth gear G8 is sleeved on the third shaft Z3 and meshed with the seventh gear G7, so that the rotation of the seventh gear G7 can be transmitted to the eighth gear G8. Optionally, the sixth gear G6 and the seventh gear G7 are disposed front and back along the axial direction of the second shaft Z2.

Optionally, the third gear G3 and the seventh gear G7 are both located between the second gear G2 and the sixth gear G6. The second gear G2, the third gear G3, the seventh gear G7, and the sixth gear G6 are sequentially arranged in the direction from the first driver M1 to the second driver M2.

According to the utility model, four gears are arranged on the first transmission line T1 for transmission, and four gears are arranged on the second transmission line T2 for transmission, so that the two gears can be prevented from sharing a two-stage reduction gear under the condition that the speed change system 100 has two-stage reduction, namely the reduction gears of the two transmission lines are mutually independent, and the speed change system 100 with an increased transmission ratio can be designed.

In an embodiment, referring to fig. 1, the second shaft Z2 includes a first mating shaft Z21 and a second mating shaft Z22 that are connected, where the second synchronous switch S2, the second gear G2, and the third gear G3 are all disposed on the first mating shaft Z21, and the seventh gear G7 and the sixth gear G6 are disposed on the second mating shaft Z22.

In one embodiment, the transmission ratio between the first gear G1 and the second gear G2 is greater than the transmission ratio between the fifth gear G5 and the sixth gear G6; and/or the transmission ratio between the third gear G3 and the fourth gear G4 is greater than the transmission ratio between the seventh gear G7 and the eighth gear G8. The advantage of this arrangement is that when the first synchronous switch S1 is closed, the system will operate preferentially with the second transmission line T2.

In one embodiment, in the first transmission line T1, the first synchronous switch S1 is turned off, and the first driver M1 and/or the second driver M2 drive the first shaft Z1 to rotate, and the first shaft Z1 is directly transmitted to the second shaft Z2. In particular, since the transmission system 100 provided by the present utility model has a double power source based on the above embodiment, three different driving force output modes can be generated. The first driver M1 is started and the second driver M2 is stopped, respectively; the first driver M1 is stopped and the second driver M2 is started; both the first driver M1 and the second driver M2 are activated.

Referring to fig. 1 and 2, therefore, the transmission system 100 in the first transmission line T1 operates as follows:

(1) The first synchronization switch S1 is turned off, the first driver M1 is started, and the second driver M2 is stopped. The first driver M1 drives the first shaft Z1, the first shaft Z1 drives the first gear G1, the first gear G1 drives the second gear G2, the second gear G2 drives the second shaft Z2 and the third gear G3, the third gear G3 drives the fourth gear G4 to drive the third shaft Z3, and the third shaft Z3 transmits power to wheels.

(2) The first synchronization switch S1 is turned off, the first driver M1 is stopped, and the second driver M2 is started. The second driver M2 drives the first shaft Z1, the first shaft Z1 drives the first gear G1, the first gear G1 drives the second gear G2, the second gear G2 drives the second shaft Z2 and the third gear G3, the third gear G3 drives the fourth gear G4 to drive the third shaft Z3, and the third shaft Z3 transmits power to wheels.

(3) The first synchronization switch S1 is turned off, the first driver M1 is activated, and the second driver M2 is activated. The first driver M1 and the second driver M2 jointly drive the first shaft Z1, the first shaft Z1 drives the first gear G1, the first gear G1 drives the second gear G2, the second gear G2 drives the second shaft Z2 and the third gear G3, the third gear G3 drives the fourth gear G4 to drive the third shaft Z3, and the third shaft Z3 transmits power to wheels.

Also, since the first transmission line T1 has a larger gear ratio, the transmission system 100 can provide maximum torque under the (3) condition.

In one embodiment, in the second transmission line T2, the first synchronous switch S1 is closed, and the first driver M1 and/or the second driver M2 drive the first shaft Z1 to rotate, and the first shaft Z1 is transmitted through the first synchronous switch S1 and the second shaft Z2.

Referring to fig. 1 and 2, therefore, the transmission system 100 in the second transmission line T2 operates as follows:

(1) The first synchronization switch S1 is closed, the first driver M1 is started, and the second driver M2 is stopped. The first driver M1 drives the first shaft Z1, the first shaft Z1 drives the fifth gear G5 through the first synchronizer switch, the fifth gear G5 drives the sixth gear G6, the sixth gear G6 drives the second shaft Z2 and the seventh gear G7, the seventh gear G7 drives the eighth gear G8 to drive the third shaft Z3, and the third shaft Z3 transmits power to the wheels.

(2) The first synchronization switch S1 is closed, the first driver M1 is stopped, and the second driver M2 is started. The second driver M2 drives the first shaft Z1, the first shaft Z1 drives the fifth gear G5 through the first synchronizer switch, the fifth gear G5 drives the sixth gear G6, the sixth gear G6 drives the second shaft Z2 and the seventh gear G7, the seventh gear G7 drives the eighth gear G8 to drive the third shaft Z3, and the third shaft Z3 transmits power to the wheels.

(3) The first synchronization switch S1 is closed, the first driver M1 is activated, and the second driver M2 is activated. The first driver M1 and the second driver M2 jointly drive the first shaft Z1, the first shaft Z1 drives the fifth gear G5 through the first synchronizer switch, the fifth gear G5 drives the sixth gear G6, the sixth gear G6 drives the second shaft Z2 and the seventh gear G7, the seventh gear G7 drives the eighth gear G8 drives the third shaft Z3, and the third shaft Z3 transmits power to the wheels.

In a second aspect, the present utility model also provides a vehicle comprising the transmission system 100 provided in the first aspect.

In the description of the embodiments of the present utility model, it should be noted that, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like are merely for convenience of description and simplicity of description, and are not to be construed as limiting the utility model, as the means or elements referred to must have a specific orientation, be constructed and operated in a specific orientation.

The above disclosure is only a preferred embodiment of the present utility model, and it should be understood that the scope of the utility model is not limited thereto, but all or part of the procedures for implementing the above embodiments can be modified by one skilled in the art according to the scope of the appended claims.

Claims (10)

1. A transmission system comprising a first driver, a second driver, a first synchronous switch, a second synchronous switch, a first shaft assembly and a second shaft assembly; the first shaft assembly comprises a first shaft and a gear connected with the first shaft, the second shaft assembly comprises a second shaft and a gear connected with the second shaft, the first driver and the second driver are both connected with the first shaft, the first synchronous switch is connected on the first shaft, and the first shaft assembly and the second shaft assembly are in transmission connection;

the speed change system comprises a first transmission line and a second transmission line; in the first transmission line, the first shaft assembly directly transmits to the second shaft assembly; in the second transmission line, the first shaft assembly transmits to the second shaft assembly through the first synchronous switch; the first synchronous switch is used for controlling power coupling or disconnection between the first shaft and the input end of the second transmission line;

the second synchronous switch is arranged on the first transmission line, and the transmission ratio of the first transmission line is larger than that of the second transmission line; the second synchronous switch is a one-way clutch allowing power to be transferred only from the first driveline.

2. The transmission system of claim 1, wherein the first shaft assembly further comprises a first gear and the second shaft assembly further comprises a second gear, the first gear and the second gear being meshed; the second synchronous switch is connected with the first gear or the second gear; in the first transmission line, the first shaft is transmitted to the second shaft through the first gear and the second gear.

3. The transmission system of claim 2, further comprising a third shaft, a third gear and a fourth gear, the third gear and the fourth gear meshed, the third gear connected to the second shaft and in driving connection with the second gear, the fourth gear connected to the third shaft; in the first transmission line, the second shaft is transmitted to the third shaft through the third gear and the fourth gear.

4. The transmission system of claim 3, wherein the first shaft assembly further comprises a fifth gear, the second shaft assembly further comprises a sixth gear, the fifth gear and the sixth gear are meshed; the first synchronous switch is in transmission connection with the fifth gear, in the second transmission line, the first shaft is in transmission with the first synchronous switch, and the first synchronous switch is in transmission with the second shaft through the fifth gear and the sixth gear.

5. The transmission system of claim 4, further comprising a seventh gear and an eighth gear meshed, the seventh gear connected to the second shaft and in driving connection with the sixth gear, the eighth gear connected to the third shaft; in the second transmission line, the second shaft and the third shaft are transmitted through the seventh gear and the eighth gear.

6. The transmission system of claim 5, wherein a gear ratio between the first gear and the second gear is greater than a gear ratio between the fifth gear and the sixth gear; and/or the transmission ratio between the third gear and the fourth gear is greater than the transmission ratio between the seventh gear and the eighth gear.

7. The transmission system of claim 6, wherein the first synchronization switch is located between the first gear and the fifth gear, the first gear being located between the first driver and the first synchronization switch; the third gear and the seventh gear are both located between the second gear and the sixth gear.

8. The transmission system according to claim 1, wherein in the first transmission line, the first synchronous switch is turned off, the first driver and/or the second driver drives the first shaft to rotate, and the first shaft is directly transmitted to the second shaft.

9. The transmission system according to claim 1, characterized in that in the second transmission line, the first synchronous switch is closed, the first driver and/or the second driver drives the first shaft to rotate, and the first shaft is transmitted to the second shaft through the first synchronous switch.

10. A vehicle comprising a transmission system as claimed in any one of claims 1 to 9.