Vehicle power assembly and vehicle

Abstract

A vehicle power assembly and a vehicle are applied to the technical field of vehicles. The invention provides a vehicle power assembly which comprises an engine, a motor, a first clutch, a first set of reduction gears, a second set of reduction gears and wheels, and according to the vehicle power assembly, based on the mechanical state of the first clutch, the engine is used for driving the motor to generate electricity or the motor is used for driving the wheels to rotate. The invention further provides a vehicle power assembly which comprises an engine, a motor, a first clutch, a second clutch, a first set of reduction gears, a second set of reduction gears and wheels. According to the vehicle power assembly, the engine can drive the motor to generate electricity or the motor is used for driving the wheels to rotate based on the mechanical states of the first clutch and the second clutch. The vehicle power assembly is simple in structure, short in transmission path and capable of reducing the integration difficulty, reducing the manufacturing cost and the vehicle size and improving the torque output response speed.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle powertrain and a vehicle. Background Technology

[0002] Vehicle powertrains typically involve multiple hardware components. Due to the need to perform various functions, vehicle powertrains often employ multiple transmission paths, making the overall structure complex. This complexity increases the difficulty and cost of powertrain integration and can also affect system response speed.

[0003] Therefore, how to provide a vehicle powertrain with a simple structure is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] This application provides a vehicle powertrain and a vehicle, which can simplify the structure of the vehicle powertrain, reduce the integration difficulty of the vehicle powertrain, reduce integration costs, and improve the reliability and response speed of the system.

[0005] In a first aspect, this application provides a vehicle powertrain, which includes an engine, an electric motor, wheels, a first clutch, a first set of reduction gears, and a second set of reduction gears. The engine includes an engine crankshaft, the electric motor includes a motor shaft, the wheels correspond to wheel axles, the first clutch is connected to the first set of reduction gears, the second set of reduction gears, and the engine crankshaft, the first set of reduction gears is also connected to the motor shaft, and the second set of reduction gears is also connected to the wheel axles. The mechanical state of the first clutch includes at least a first mechanical state and a second mechanical state.

[0006] When the first clutch is in its first mechanical state, the engine crankshaft is connected to the motor shaft via the first clutch and the first set of reduction gears, and the engine drives the motor shaft to rotate so that the motor generates electricity. When the first clutch is in its second mechanical state, the motor shaft is connected to the wheel axle via the first clutch, the first set of reduction gears, and the second set of reduction gears, and the motor outputs torque to drive the wheel to rotate.

[0007] The above-described embodiment uses a clutch and two sets of reduction gears to connect the engine, motor, and wheels. Switching the mechanical state of the clutch allows for switching the operating mode of the vehicle's powertrain. When the clutch is in different mechanical states, the powertrain has different transmission connections, thus operating in different modes. This embodiment has a simple structure, eliminating the need for complex transmission paths or multi-stage mechanism reconfigurations. This reduces system integration difficulty, vehicle manufacturing costs, vehicle footprint, and weight, while also facilitating later maintenance. Furthermore, the shorter transmission path and fewer power transmission links in this embodiment improve the torque output response rate of the vehicle's powertrain.

[0008] In one possible implementation of the first aspect, the first clutch includes a first fixed component, a second fixed component, and a third fixed component. The first clutch is connected to a first set of reduction gears, a second set of reduction gears, and an engine crankshaft, respectively, specifically including the following connection relationships: the first fixed component is connected to the first set of reduction gears, the second fixed component is connected to the second set of reduction gears, and the third fixed component is connected to the engine crankshaft.

[0009] In the above embodiment, the first clutch includes multiple fixed components, enabling it to be connected to a first set of reduction gears, a second set of reduction gears, and the engine crankshaft, respectively, thereby decoupling the power transmission path. Furthermore, this structure is highly scalable; when the vehicle powertrain needs to deploy other power sources or loads, a new power transmission path can be designed by changing the structure of the first clutch.

[0010] In another possible embodiment of the first aspect, the first clutch further includes a first movable member capable of engaging with at least two of the first fixed member, the second fixed member, and the third fixed member. In one embodiment, the first clutch is in a first mechanical state when the first movable member is engaged with both the first fixed member and the third fixed member. In yet another embodiment, the first clutch is in a second mechanical state when the first movable member is engaged with both the first fixed member and the second fixed member.

[0011] In the above implementation, the different power transmission paths are independent of each other, and the different power paths can be engaged or disengaged by switching different mechanical states of the clutch. This implementation can ensure the independence of different transmission paths, as well as the flexibility and smoothness of the powertrain switching operating modes.

[0012] In another possible implementation of the first aspect, the mechanical state of the third clutch further includes a third mechanical state in which, when the first clutch is in the third mechanical state, there is no transmission connection between the engine crankshaft, the motor shaft, and the wheel half-shaft.

[0013] In the above embodiments, when the first clutch is in the third mechanical state, the power source and load of the vehicle powertrain are separated and do not interfere with each other. This prevents torque conflict and helps improve system reliability. In some cases, when the first clutch is in the third mechanical state, the first movable part of the first clutch is not engaged with any fixed part. In this case, no transmission path is formed in the vehicle powertrain.

[0014] In another possible implementation of the first aspect, when the first clutch is in the first mechanical state, the motor is also used to drive the engine crankshaft to rotate so as to start the engine.

[0015] In the above embodiment, when the first clutch is in the first mechanical state, there is a transmission path between the engine and the motor. In this case, the motor can also be used to start the engine, thus eliminating the need for a separate starter motor. This reduces system integration difficulty, manufacturing costs, and the fewer structural components also reduce the vehicle's footprint and weight, while also facilitating later maintenance.

[0016] In another possible implementation of the first aspect, when the first clutch is in the second mechanical state, the wheel is used to drive the motor shaft to rotate so that the motor generates electricity.

[0017] In the above embodiments, when the first clutch is in the second mechanical state, there is a transmission path between the motor and the wheel. For example, when the vehicle is in a coasting or braking state, the vehicle's kinetic energy is converted into rotational mechanical energy to drive the motor to generate electricity. In summary, the above embodiments can achieve energy recovery, which can improve energy utilization efficiency.

[0018] In the above embodiments, when the first clutch is in the second mechanical state, a transmission path is formed between the motor and the wheel. In this case, the rotation of the wheel drives the motor shaft to rotate. For example, when the vehicle is in a coasting or braking state, the vehicle's kinetic energy is transferred to the motor shaft through the wheel to drive the motor to rotate, and the mechanical energy generated by the motor is converted into electrical energy for storage, thus realizing energy recovery. The above embodiments can make full use of the vehicle's kinetic energy and improve energy utilization efficiency.

[0019] In yet another possible implementation of the first aspect, the vehicle powertrain further includes a controller for regulating the mechanical state of the first clutch.

[0020] In the above embodiment, the controller is used to adjust the mechanical state of the first clutch, thereby switching the operating mode of the vehicle powertrain. In this embodiment, the mechanical state of the clutch can be automatically switched without manual intervention, thus changing the operating mode of the vehicle powertrain, which improves the automation level of the vehicle powertrain.

[0021] In yet another possible implementation of the first aspect, the controller is also used to control the motor to generate electricity, and / or the controller is also used to control the output torque of the motor to drive the wheels to rotate.

[0022] In the above embodiments, the controller can also be used to control the motor, which can improve the control consistency of the vehicle powertrain and avoid conflicts caused by multiple controllers operating independently. When the controller can control the motor to generate electricity and control the motor's output torque to drive the wheels, the vehicle powertrain only needs to be equipped with one set of controller and motor to enable the vehicle powertrain to have both driving and power generation functions. This design can simplify the structure of the vehicle powertrain, reduce costs, and reduce vehicle weight.

[0023] In another possible implementation of the first aspect, the first set of reduction gears is a parallel shaft reducer, and the second set of reduction gears is a parallel shaft reducer.

[0024] The input and output shafts of the parallel shaft reducer are arranged in parallel. In the above embodiment, the reduction gear adopts the design of a parallel shaft reducer, which can achieve a planar transmission structure layout, making the internal connections of the vehicle powertrain smoother and reducing the size of the vehicle. Moreover, the manufacturing process of the parallel shaft reducer is mature and the cost is lower. The above embodiment can reduce the overall vehicle manufacturing cost by using a parallel shaft reducer.

[0025] Secondly, this application also provides a vehicle powertrain, which includes an engine, an electric motor, wheels, a first clutch, a second clutch, a first set of reduction gears, and a second set of reduction gears. The engine includes an engine crankshaft. The electric motor includes a motor shaft, and the wheels correspond to wheel axles. The first clutch is connected to both the engine crankshaft and the second clutch. The second clutch is also connected to both the first and second sets of reduction gears. The first set of reduction gears is also connected to the motor shaft, and the second set of reduction gears is also connected to the wheel axles. The mechanical state of the first clutch includes a first mechanical state, and the mechanical state of the second clutch includes a second mechanical state.

[0026] When the first clutch is in its first mechanical state and the second clutch is not in its second mechanical state, the engine crankshaft is connected to the motor shaft via the first clutch, the second clutch, and the first set of reduction gears. The engine drives the motor shaft to rotate, thereby generating electricity. When the second clutch is in its second mechanical state and the first clutch is not in its first mechanical state, the motor shaft is connected to the wheel axle via the first set of reduction gears, the second clutch, and the second set of reduction gears. The motor outputs torque to drive the wheel to rotate.

[0027] The above-described embodiment connects the engine, motor, and vehicle using two clutches and two sets of reduction gears. This simple structure reduces system integration complexity and manufacturing costs. Furthermore, fewer structural components minimize the vehicle's footprint and weight, while also facilitating future maintenance. Additionally, the shortened transmission path and fewer power transmission links in this embodiment improve the response rate of the vehicle's powertrain.

[0028] In one possible implementation of the second aspect, the first clutch includes a first movable component and a first fixed component, and the second clutch includes a second fixed component and a third fixed component. The first clutch is connected to both the engine crankshaft and the second clutch, specifically with the following connection relationships: the first movable component is connected to the engine crankshaft, and the first fixed component is connected to the second fixed component. The second clutch is also connected to both a first set of reduction gears and a second set of reduction gears, specifically with the following connection relationships: the second fixed component is connected to the first set of reduction gears, and the third fixed component is connected to the second set of reduction gears.

[0029] In the above embodiments, each power transmission path is independent and does not interfere with the others. Furthermore, these embodiments offer good scalability, facilitating the deployment of other power sources or loads, thereby enhancing the upgrade flexibility of the entire vehicle.

[0030] In another possible implementation of the second aspect, the first clutch is in a first mechanical state when the first movable member is engaged with the first fixed member. The second clutch further includes a second movable member, which is in a second mechanical state when engaged with both the second movable member and the second fixed member and the third fixed member.

[0031] The above implementation method can ensure the independence of the power source and transmission path, while ensuring the flexibility and smoothness of the vehicle powertrain switching operating modes, thereby avoiding power coupling interference and torque sudden changes, and improving the stability of the vehicle operation.

[0032] In another possible implementation of the second aspect, when the first clutch is in a first mechanical state and the second clutch is in a second mechanical state, the engine crankshaft forms a transmission connection with the wheel half-shaft through the first clutch, the second clutch and the second set of reduction gears, and the engine is used to output torque to drive the wheel to rotate.

[0033] In the above embodiments, when the first clutch is in the first mechanical state and the second clutch is in the second mechanical state, the engine can be directly used to output torque to drive the wheels to rotate, which can reduce energy loss and improve overall efficiency.

[0034] In another possible implementation of the second aspect, when the first clutch is in a first mechanical state and the second clutch is in a second mechanical state, the motor is also used to output torque to drive the wheels to rotate.

[0035] When the first clutch is in its first mechanical state and the second clutch is in its second mechanical state, the motor can also drive the wheels to rotate. In this implementation, the engine and motor can jointly drive the wheels, which can improve the response speed of torque output and enhance overall energy efficiency.

[0036] In another possible implementation of the second aspect, when the first clutch is in a first mechanical state and the second clutch is in a second mechanical state, the engine is also used to drive the motor shaft to rotate so that the motor generates electricity.

[0037] In the above embodiment, when the first clutch is in the first mechanical state and the second clutch is in the second mechanical state, the engine can also drive the motor to generate electricity. This design can improve energy utilization.

[0038] In another possible implementation of the second aspect, the mechanical state of the first clutch further includes a third mechanical state, and the mechanical state of the second clutch further includes a fourth mechanical state. When the first clutch is in the third mechanical state and the second clutch is in the fourth mechanical state, there is no transmission connection between the engine crankshaft, the motor shaft, and the wheel half-shaft.

[0039] In the above embodiments, when the first clutch is in the third mechanical state and the second clutch is in the fourth mechanical state, the power source and load of the vehicle powertrain are separated from each other and do not interfere with each other. This prevents torque conflict and helps improve the reliability of the system. In some cases, when the first clutch is in the third mechanical state, the first movable part is separated from the first fixed part, and when the second clutch is in the fourth mechanical state, the second movable part is separated from both the second and third fixed parts.

[0040] In another possible implementation of the second aspect, when the first clutch is in the first mechanical state and the second clutch is not in the second mechanical state, the motor is also used to drive the engine crankshaft to rotate so as to start the engine.

[0041] In the above embodiments, the motor can also be used to start the engine, thus saving a set of starter motors for the engine. This reduces the integration difficulty of the system, reduces manufacturing costs, and fewer structural components also reduce the space occupied by the vehicle, reduce the weight of the car, and facilitate later maintenance.

[0042] In another possible implementation of the second aspect, when the second clutch is in the second mechanical state and the first clutch is not in the first mechanical state, the wheel is used to drive the motor shaft to rotate so that the motor generates electricity.

[0043] The above implementation method can make full use of the vehicle's kinetic energy and improve energy utilization efficiency.

[0044] In another possible implementation of the second aspect, the vehicle powertrain further includes a controller for regulating the mechanical state of the first clutch and / or the mechanical state of the second clutch.

[0045] In the above embodiment, the controller is used to adjust the mechanical state of the first clutch, thereby switching the operating mode of the vehicle powertrain. This embodiment can improve the automation level of the vehicle powertrain.

[0046] In another possible implementation of the second aspect, the controller is also used to control the motor to generate electricity, and / or the controller is also used to control the output torque of the motor to drive the wheels to rotate.

[0047] In the above embodiments, the controller can also be used to control the motor, which can improve the control consistency of the vehicle powertrain, simplify the structure of the vehicle powertrain, reduce costs, and reduce vehicle weight.

[0048] In another possible implementation of the second aspect, the first set of reduction gears is a parallel shaft reducer, and the second set of reduction gears is a parallel shaft reducer.

[0049] In the above embodiments, the reduction gear adopts a parallel shaft reducer design, which can simplify the vehicle powertrain structure, save vehicle interior space, reduce the overall vehicle manufacturing cost, and improve the reliability and maintenance convenience of the vehicle powertrain.

[0050] Thirdly, this application provides a vehicle that includes a vehicle powertrain according to the first aspect or any embodiment of the first aspect, or a vehicle powertrain according to the second aspect or any embodiment of the second aspect.

[0051] The beneficial effects of the third aspect of this application can be found in the beneficial effects of the first aspect or any embodiment of the first aspect, or in the beneficial effects of the second aspect or any embodiment of the second aspect. Attached Figure Description

[0052] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0053] Figure 1 This is a schematic diagram of the structure of a vehicle powertrain provided in an embodiment of this application; Figures 2 to 11 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application; Figure 12 This is a schematic diagram of a vehicle provided in an embodiment of this application; Figure 13 This is a schematic diagram of another type of vehicle provided in the embodiments of this application. Detailed Implementation

[0054] Before introducing the specific implementation methods of this application, the technical terms involved in the embodiments of this application will be described below.

[0055] 1. A hybrid electric vehicle (HEV) is a vehicle whose powertrain simultaneously incorporates two or more power sources, such as a gasoline engine and an electric motor / battery pack. These power sources work together through a power coupling system to achieve power output and energy management. Based on HEV technology, plug-in hybrid electric vehicles (PHEVs) and range-extended hybrid electric vehicles (REEVs) with external charging capabilities have emerged. PHEVs offer multiple operating modes, including pure electric, hybrid, and engine direct drive. REEVs are essentially series hybrid vehicles; their engine only acts as a range extender for power generation and does not directly drive the wheels. The vehicle is driven entirely by the electric motor.

[0056] 2. Parallel shaft reducers are a type of gear reduction device where the input and output shafts are parallel. They are characterized by simple structure and flexible layout. They achieve speed reduction and torque amplification through the meshing of multiple pairs of cylindrical gears, effectively matching the high-speed, low-torque output characteristics of motors, resulting in high transmission efficiency. Furthermore, parallel shaft reducers have mature manufacturing processes, good reliability, and relatively low manufacturing costs.

[0057] 3. Permanent magnet synchronous motors (PMSMs) are a widely used type of motor, characterized by high efficiency, excellent dynamic response, and low noise. They are widely used in electric vehicles, robotics, and other fields requiring high efficiency, high dynamic performance, and low noise. Unlike traditional induction motors, PMSMs are synchronous motors that use permanent magnets to generate a magnetic field. PMSMs do not require an external power source to provide the magnetic field; instead, they utilize the magnetic field of the permanent magnets themselves to generate a rotating magnetic field.

[0058] 4. The front compartment area of ​​a vehicle refers to the area at the front of the vehicle body covered by the hood.

[0059] The application background of the embodiments of this application is described below.

[0060] With increasingly stringent requirements for energy conservation and emission reduction, and the growing diversity of vehicle usage scenarios, vehicles with a single powertrain can no longer achieve an ideal balance between power performance, fuel economy, and emission control. Hybrid vehicles, by introducing multiple power sources such as engines and electric motors into their powertrains, allow the vehicles to flexibly select various operating modes under different conditions.

[0061] However, existing technologies still have certain shortcomings. For example, some solutions have a simple powertrain structure but limited functionality, such as only providing drive capability, which is insufficient to meet the application needs of vehicles under various operating conditions and scenarios. Other solutions enable the powertrain to perform multiple functions, but require multiple sets of hardware, such as using two sets of motors and controllers to achieve both power generation and drive capabilities. This design complicates the powertrain structure, increasing its size and cost. Still other solutions increase the complexity of the motor to achieve both drive and power generation functions, but this design makes the motor difficult to maintain and reduces system reliability.

[0062] In view of this, this application provides a vehicle powertrain that can reduce the integration difficulty of the vehicle powertrain, reduce integration costs, and improve system reliability and response speed.

[0063] The powertrain of the vehicle provided in this application is described below.

[0064] For example, please see Figure 1 , Figure 1 This is a structural schematic diagram of a vehicle powertrain provided in this application. Figure 1 The vehicle powertrain 10 shown includes an engine 11, an electric motor 12, wheels 13, a first clutch 14, a first set of reduction gears 15, and a second set of reduction gears 16. The engine 11 includes an engine crankshaft 111, the electric motor 12 includes a motor shaft 121, and the wheels 13 correspond to wheel axles 17. It should be noted that... Figure 1The fact that only wheel 13 and wheel axle 17 are shown does not mean that the vehicle powertrain 10 includes only one wheel and one wheel axle. Wheel 13 and wheel axle 17 are shown for ease of description.

[0065] Figure 1 In the process, the first clutch 14 is connected to the first set of reduction gears 15, the second set of reduction gears 16 and the engine crankshaft 111 respectively. The first set of reduction gears 15 is also connected to the motor shaft 121, and the second set of reduction gears 16 is also connected to the wheel half shaft 17.

[0066] The first clutch 14 is used to engage and disengage different transmission paths in the vehicle powertrain 10. The mechanical states of the first clutch 14 include a first mechanical state and a second mechanical state.

[0067] When the first clutch 14 is in the first mechanical state, the engine crankshaft 111 is connected to the motor shaft 121 via the first clutch 14 and the first set of reduction gears 15. The engine 11 drives the motor shaft 121 to rotate, thereby generating electricity from the motor 12. Figure 1 It can be seen that the engine 11 forms a transmission relationship 1 with the motor 12 through the engine crankshaft 111, the first clutch 14, the first set of reduction gears 15, and the motor shaft 121 in sequence. In some cases, the working mode under this transmission relationship includes the range extender mode.

[0068] In one possible implementation, when the first clutch 14 is in the first mechanical state, the motor 12 is also used to drive the engine crankshaft 111 to rotate, thereby starting the engine 11. For example, when the first clutch 14 is in the first mechanical state and the controller controls the motor 12 to rotate, the motor 12 can output torque through the motor shaft 121, which drives the engine crankshaft 111 to rotate through the first clutch 14, thereby starting the engine 11.

[0069] When the first clutch 14 is in the second mechanical state, the motor shaft 121 forms a transmission connection with the wheel half-shaft 17 through the first clutch 14, the first set of reduction gears 15, and the second set of reduction gears 16. The motor 12 is used to output torque to drive the wheel 13 to rotate. Figure 1 It can be seen that the motor 12 forms a transmission relationship 2 with the wheel 13 through the motor shaft 121, the first set of reduction gears 15, the first clutch 14, the second set of reduction gears 16, and the wheel half-shaft 17. In some cases, the working mode under this transmission relationship includes the drive mode.

[0070] In some other possible implementations, when the first clutch 14 is in the second mechanical state, the wheel 13 is also used to drive the motor shaft 121 to rotate, so that the motor generates electricity. For example, when the vehicle is in a coasting state and / or braking state, the wheel 13 is rotating, and the vehicle's kinetic energy is transferred to the motor shaft 121 through the wheel 13 to drive the motor 12 to rotate, so that the motor 12 generates electricity, thereby converting the vehicle's kinetic energy into mechanical energy and then into electrical energy for storage, which helps to save energy.

[0071] The specific connection structures for the two aforementioned transmission relationships are described below based on the first clutch 14.

[0072] For example, please see Figure 2 , Figure 2 This is a schematic diagram of another vehicle powertrain provided in an embodiment of this application. For example... Figure 2 The first clutch 14 shown includes a first fixing component 141, a second fixing component 142, and a third fixing component 143. The first fixing component 141 is connected to a first set of reduction gears 15, the second fixing component 142 is connected to a second set of reduction gears 16, and the third fixing component 143 is connected to the engine crankshaft 111, thereby connecting the first clutch 14 to the first set of reduction gears 15, the second set of reduction gears 16, and the engine crankshaft 111, respectively. Optionally, the positions of the first fixing component 141, the second fixing component 142, and the third fixing component 143 within the vehicle powertrain 10 remain fixed.

[0073] When the first clutch 14 is in different mechanical states, the internal mechanical structure of the first clutch 14 has different forms, thus enabling the vehicle powertrain 20 to have different transmission relationships. Figure 2 As can be seen, the first clutch 14 also includes a first movable part 144, which is movable. Three possible implementations are described below.

[0074] Implementation 1: When the first movable part 144 is engaged with the first fixed part 141 and the first movable part 144 is engaged with the third fixed part 143, the first clutch 14 is in a first mechanical state. Figure 2 It can be seen that the first fixed component 141 is connected to the first set of reduction gears 15, and the third fixed component 143 is connected to the engine crankshaft 111. Therefore, when the first clutch 14 is in the first mechanical state, the engine crankshaft 111 and the first set of reduction gears 15 are mechanically connected through the first clutch 14, thereby forming a connection as shown in the figure. Figure 2 The transmission relationship shown is 1.

[0075] In implementation 2, when the first movable part 144 is engaged with the first fixed part 141 and the first movable part 144 is engaged with the second fixed part 143, the first clutch 14 is in a second mechanical state. Figure 2 It can be seen that the first fixed component 141 is connected to the first set of reduction gears 15, and the second fixed component 142 is connected to the second set of reduction gears 16. Therefore, when the first clutch 14 is in the second mechanical state, the first set of reduction gears 15 and the second set of reduction gears 16 form a transmission connection through the first clutch 14, thereby forming a transmission connection as shown in the figure. Figure 2 The transmission relationship shown is 2.

[0076] In implementation 3, the first clutch 14 includes a third mechanical state, in which the engine crankshaft 111, the motor shaft 121, and the wheel axle 17 are not connected by transmission. In some cases, when the first clutch 14 is in the third mechanical state, the operating mode of the vehicle powertrain 10 can be referred to as neutral mode. For example, in conjunction with... Figure 2 When the first clutch 14 is in the third mechanical state, the first movable part 144 is disengaged from the first fixed part 141, the second fixed part 142, and the third fixed part 143. In this situation, no mechanical connection can be established between the engine crankshaft 111, the motor shaft 121, and the second set of reduction gears 16 using the first clutch 14, and therefore no transmission connection is formed between the engine crankshaft 111, the motor shaft 121, and the wheel half-shaft 17.

[0077] In another possible implementation, the first clutch 14 is a rigid engagement clutch, such as a dog clutch. The first fixed component 141, the second fixed component 142, the third fixed component 143, and the first movable component 144 are each configured with multiple sets of cooperating tooth structures. When the first movable component 144 moves along a preset direction and engages with the corresponding fixed component, the first clutch 14 is in the corresponding mechanical state, thereby establishing a transmission connection.

[0078] In another possible implementation, the vehicle powertrain 10 also includes a controller ( Figure 1 and Figure 2 (Not shown), this controller is used to adjust the mechanical state of the first clutch 14. For example, the controller can respond to instructions from a user or other computing device to adjust the first clutch 14 to one of the aforementioned first, second, and third mechanical states. Alternatively, the controller can adjust the first clutch 14 to one of the aforementioned three mechanical states based on the vehicle's operating conditions and / or power requirements.

[0079] In another possible implementation, the controller can be used not only to control the mechanical state of the first clutch 14, but also to control the operating state of the motor 12. As one possible implementation, the controller can be used to control the motor 12 to generate electricity and to control the output torque of the motor 12 to drive the wheel 13 to rotate. In this implementation, the vehicle powertrain 10 only needs one set of controller and motor to enable the powertrain to have both driving and power generation functions. This design helps to simplify the structure of the vehicle powertrain, reduce costs, and reduce vehicle weight. As yet another possible implementation, the controller can be used to control the motor 12 to generate electricity, or to control the output torque of the motor 12 to drive the wheel 13 to rotate.

[0080] In another possible implementation, the first set of reduction gears 15 is a parallel shaft reducer, and the second set of reduction gears 16 is also a parallel shaft reducer. Parallel shaft reducers are simple in structure, flexible in arrangement, low in cost, and have high transmission efficiency. Using parallel shaft reducers can reduce the integration difficulty of the vehicle powertrain, reduce manufacturing costs, and improve transmission efficiency.

[0081] In another possible implementation, motor 12 is a permanent magnet synchronous motor. Permanent magnet synchronous motors can output large driving torque and power despite their relatively small size, and they also have high energy conversion efficiency and fast response speed. Therefore, using a permanent magnet synchronous motor for motor 12 is beneficial for improving the overall vehicle's power performance and energy utilization. In some cases, when motor 12 outputs positive torque in a preset direction, motor 12 is in driving mode; when motor 12 outputs negative torque in a preset direction, motor 12 is in generating mode.

[0082] For example, Figure 3 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. The following is a description of its structure in conjunction with... Figure 3 This section introduces a specific vehicle powertrain 10. Figure 3 The vehicle powertrain 10 shown includes an engine 11, an electric motor 12, wheels 131 and 132, a first clutch 14, a first set of reduction gears 15 and a second set of reduction gears 16, wheel axles 171 and 172, a polarizer 18, and a differential 19. The engine 11, electric motor 12, first clutch 14, first set of reduction gears 15 and 16, polarizer 18, and differential 19 are located inside the vehicle, for example, in the front compartment area. Optionally, wheels 131 and 132 are both front wheels of the vehicle. Further alternatively, wheels 131 and 132 are both rear wheels of the vehicle. Figure 3In the design, wheel 131 corresponds to wheel half-shaft 171 and is connected to wheel half-shaft 171, and wheel 132 corresponds to wheel half-shaft 172 and is connected to wheel half-shaft 172. Optionally, motor 12 is a permanent magnet synchronous motor, and the first set of reduction gears 15 and the second set of reduction gears 16 are parallel shaft reducers.

[0083] Figure 3 In this configuration, the first clutch 14 includes a first fixed component 141, a second fixed component 142, a third fixed component 143, and a first movable component 144. The second fixed component 142 includes a shaft 1421. The first set of reduction gears 15 includes gears 151 and 152, and the second set of reduction gears 16 includes gears 161 and 162. Gear 151 includes a bearing 163. Gears 151 and 152 transmit torque and speed through tooth surface meshing, and gears 161 and 162 also transmit torque and speed through tooth surface meshing. The shaft 1421 passes through the bearing 163, and rotation of the shaft 1421 does not drive rotation of gear 161.

[0084] Figure 4 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. When the first movable part 144 is in the position... Figure 4 At the position shown, the first clutch 14 is in its first mechanical state. The engine crankshaft 111 forms a transmission connection with the gear 152 via the first clutch 14, thereby forming a transmission connection between the engine crankshaft 111 and the motor shaft 121 via the first clutch 14 and the first set of reduction gears 15, i.e., forming the following configuration: Figure 1 or Figure 2 The transmission relationship 1 is shown. When the first clutch 14 is in the first mechanical state, the operating mode of the vehicle powertrain 10 includes a range-extending mode. In range-extending mode, when the engine 11 is running, it transmits torque to the motor 12 through the first clutch 14 and the first set of reduction gears 15, driving the motor to generate electricity. At the same time, when the first clutch 14 is in the first mechanical state, when the motor 12 is running, it can transmit torque to the engine crankshaft 111 through the first set of reduction gears 15 and the first clutch 14, thereby starting the engine 11.

[0085] Figure 5 This is a schematic diagram of another vehicle powertrain provided in this embodiment. When the first movable part 144 is in the position... Figure 5 In the position shown, the first set of reduction gears 15 forms a transmission connection with the second set of reduction gears 16 through the first clutch 14. Thus, the motor shaft 121 forms a transmission connection through the first set of reduction gears 15, the first clutch 14, and the second set of reduction gears 16, i.e., forming... Figure 1 or Figure 2The transmission relationship 2 is shown. Optionally, in this case, the mechanical state of the first clutch 14 is referred to as the second mechanical state. When the first clutch 14 is in the second mechanical state, the operating modes of the vehicle powertrain 10 include the drive mode. In the drive mode, when the motor 12 is working, it transmits torque to the wheels, thereby driving the wheels to rotate. At the same time, when the first clutch 14 is in the second mechanical state, when the vehicle is moving, the vehicle's kinetic energy can be converted into rotational mechanical energy through the transmission relationship 2, thereby driving the motor to generate electricity and realizing energy recovery.

[0086] When the first movable part 144 is in Figure 3 In the indicated position, the first movable component 144 is disengaged from the first fixed component 141, the second fixed component 142, and the third fixed component 143. Optionally, in this case, the mechanical state of the first clutch 14 is referred to as the third mechanical state. When the first clutch 14 is in the third mechanical state, the operating mode of the vehicle powertrain 10 is referred to as neutral mode. In neutral mode, the engine 11, the electric motor 12, and the wheels (wheels 131 and 132) are in a relatively free state.

[0087] Optionally, the first clutch 14 and the motor 12 are controlled by the same controller.

[0088] Figures 1 to 5 The vehicle powertrain 10 shown connects the engine 11, the electric motor 12, and the wheels 13 (wheels 131 and 132) via a first clutch 14, a first set of reduction gears 15, and a second set of reduction gears 16. When the first clutch 14 is in different mechanical states, the vehicle powertrain 10 has different transmission connections, allowing it to operate in different modes. This design is simple, eliminating the need for complex transmission paths or multi-stage mechanism reconfigurations, reducing system integration difficulty, vehicle manufacturing costs, vehicle footprint, and vehicle weight, while also facilitating later maintenance. Furthermore, the shorter transmission path and fewer power transmission links in the above embodiment improve the response rate of the vehicle powertrain.

[0089] The following describes another vehicle powertrain provided in an embodiment of this application.

[0090] Please see Figure 6 , Figure 6 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. Figure 6The vehicle powertrain 20 shown includes an engine 21, an electric motor 22, wheels 23, a first clutch 24, a second clutch 25, a first set of reduction gears 26, a second set of reduction gears 27, and wheel axles 28. The engine 21 includes an engine crankshaft 211, the electric motor 22 includes a motor shaft 221, and the wheels 23 correspond to the wheel axles 28. It should be noted that... Figure 6 The fact that only wheel 23 and wheel axle 28 are shown does not mean that the vehicle powertrain 20 includes only one wheel and one wheel axle. Wheel 23 and wheel axle 28 are shown for ease of description.

[0091] Figure 6 In the process, the first clutch 24 is connected to the engine crankshaft 211 and the second clutch 25 respectively. The second clutch 25 is also connected to the first set of reduction gears 26 and the second set of reduction gears 27 respectively. The first set of reduction gears 26 is also connected to the motor shaft 221, and the second set of reduction gears 27 is also connected to the wheel half shaft 28.

[0092] The first clutch 24 and / or the second clutch 25 are used to engage and disengage different transmission paths in the vehicle powertrain 20. The mechanical state of the first clutch 24 includes a first mechanical state, and the mechanical state of the second clutch 25 includes a second mechanical state.

[0093] When the first clutch 24 is in the first mechanical state and the second clutch 25 is not in the second mechanical state, the engine crankshaft 211 forms a transmission connection with the motor shaft 221 through the first clutch 24, the second clutch 25, and the first set of reduction gears 26. The engine 21 drives the motor shaft 221 to rotate, thereby enabling the motor 21 to generate electricity. Figure 6 It can be seen that the engine 21 forms a transmission relationship 1 with the motor 22 through the engine crankshaft 211, the first clutch 24, the second clutch 25, the first set of reduction gears 26, and the motor shaft 221. In some cases, the operating mode under this transmission relationship includes the range-extending mode.

[0094] In one possible implementation, when the first clutch 24 is in a first mechanical state and the second clutch 25 is not in a second mechanical state, the motor 22 is also used to drive the engine crankshaft 211 to rotate, thereby starting the engine 21. For example, in this case, when the controller controls the motor 22 to rotate, the motor 22 can output torque through the motor shaft 221, which drives the engine crankshaft 211 to rotate through the first set of reduction gears 26, the second clutch 25, and the first clutch 24, thereby starting the engine 21.

[0095] When the second clutch 25 is in the second mechanical state and the first clutch 24 is not in the first mechanical state, the motor shaft 221 forms a transmission connection with the wheel half-shaft 28 through the first set of reduction gears 26, the second clutch 25, and the second set of reduction gears 27. The motor 22 is used to output torque to drive the wheel 23 to rotate. Figure 6 It can be seen that the motor 22 sequentially forms a transmission relationship 2 with the wheel 23 through the first set of reduction gears 26, the second clutch 25, the second set of reduction gears 27, and the wheel half-shaft 28. In some cases, the working mode under this transmission relationship includes the drive mode.

[0096] In some other possible implementations, when the second clutch 25 is in the second mechanical state and the first clutch 24 is not in the first mechanical state, the wheel 23 is also used to drive the motor shaft 221 to rotate, so that the motor 22 generates electricity. For example, when the vehicle is in a coasting state and / or braking state, the wheel 23 is rotating, and the vehicle's kinetic energy is transferred to the motor shaft 221 through the wheel 23 to drive the motor 22 to rotate, so that the motor 22 generates electricity, thereby converting the vehicle's kinetic energy into mechanical energy and then into electrical energy for storage, which helps to save energy.

[0097] In some other possible implementations, when the first clutch 24 is in a first mechanical state and the second clutch 25 is in a second mechanical state, the engine 21 forms a transmission connection with the wheel half-shaft 28 through the first clutch 24, the second clutch 25, and the second set of reduction gears 27, and the engine 21 is used to output torque to drive the wheel 23 to rotate. Figure 6 It can be seen that the engine 21 forms a transmission relationship with the wheel 23 through the engine crankshaft 211, the first clutch 24, the second clutch 25, the second set of reduction gears 27, and the wheel half-shaft 28 in sequence. In some cases, the operating mode under this transmission relationship includes the engine drive mode.

[0098] The specific connection structures for the two aforementioned transmission relationships are described below, based on the first clutch 24 and the second clutch 25.

[0099] For example, please see Figure 7 , Figure 7 This is a schematic diagram of another vehicle powertrain provided in an embodiment of this application. For example... Figure 7The first clutch 24 shown includes a first movable part 242 and a first fixed part 241, and the second clutch 25 includes a second fixed part 251, a third fixed part 252, and a second movable part 253. The first movable part 242 is connected to the engine crankshaft 211, and the first fixed part 241 is connected to the second fixed part 251, thereby connecting the first clutch 24 to both the engine crankshaft 211 and the second clutch 25. The second fixed part 251 is connected to a first set of reduction gears 26, and the third fixed part 252 is connected to a second set of reduction gears 27, thereby connecting the second clutch 25 to both the first set of reduction gears 26 and the second set of reduction gears 27. Optionally, the positions of the first fixed part 241, the second fixed part 251, and the third fixed part 252 within the vehicle powertrain remain fixed.

[0100] When the first clutch 24 is in different mechanical states, the internal mechanical structure of the first clutch 24 has different shapes. Similarly, when the second clutch 25 is in different mechanical states, the internal mechanical structure of the second clutch 25 has different shapes, thus enabling the vehicle powertrain 20 to have different transmission relationships. Figure 7 It can be seen that the first clutch 24 includes a first movable part 242, and the second clutch 25 includes a second movable part 253. Both the first movable part 242 and the second movable part 253 are movable. Four possible implementations are described below.

[0101] Implementation 1: When the first movable part 242 engages with the first fixed part 241, the first clutch 24 is in a first mechanical state. Figure 7 It is known that the first movable part 242 is connected to the engine crankshaft 211, and the first fixed part 241 is connected to the second fixed part 251. Therefore, when the first clutch 24 is in the first mechanical state, the engine crankshaft 211 and the first set of reduction gears 26 are connected through the first clutch 24 and the second clutch 25, thereby forming a transmission connection as shown in the figure. Figure 7 The transmission relationship shown is 1.

[0102] In scenario 2, when the second movable part 253 is engaged with the second fixed part 251 and the second movable part 253 is engaged with the third fixed part 252, the second clutch 25 is in a second mechanical state. Figure 7 It can be seen that the second fixed component 251 is connected to the first set of reduction gears 26, and the third fixed component 252 is connected to the second set of reduction gears 27. Therefore, when the second clutch 25 is in the second mechanical state, the first set of reduction gears 26 is connected to the second set of reduction gears 27 through the second clutch 25, thereby forming a transmission connection as shown in the figure. Figure 7 The transmission relationship shown is 2.

[0103] Implementation 3: When the first clutch 24 is in the first mechanical state and the second clutch 25 is in the second mechanical state, engagement occurs. Figure 7 It can be seen that the engine crankshaft 211 is connected to the wheel half-shaft 28 through the first clutch 24, the second clutch 25, and the second set of reduction gears 27. In this case, the engine 21 is used to output torque to drive the wheel 23 to rotate.

[0104] Another possible implementation method is to combine Figure 7 It is also known that, in implementation 3, the motor shaft 221 is connected to the wheel half-shaft 28 via the first set of reduction gears 26, the second clutch 25, and the second set of reduction gears 27. In this case, the motor 22 is used to output torque to drive the wheel 23 to rotate. Optionally, in this embodiment, the engine 21 and the motor 22 are used together to output torque to drive the wheel 23 to rotate.

[0105] Another possible implementation method is to combine Figure 7 Furthermore, in implementation 3, the engine crankshaft 211 is connected to the motor shaft 221 via the first clutch 24, the second clutch 25, and the first set of reduction gears 26. The engine 21 also drives the motor shaft 221 to rotate, thereby generating electricity. Optionally, in this implementation, when there is surplus power from the engine 21 in driving the wheel 23, the engine 21 can also drive the motor 22 to generate electricity, thereby improving energy utilization and reducing resource waste.

[0106] As can be seen from the various implementation methods of 3, when the first clutch 24 is in the first mechanical state and the second clutch 25 is in the second mechanical state, the vehicle powertrain is formed. Figure 7 The transmission relationship shown is 3.

[0107] In implementation 4, the first clutch 24 further includes a third mechanical state, in which the first movable part 242 is disengaged from the first fixed part 241. The second clutch 25 further includes a fourth mechanical state, in which the second movable part 253 is disengaged from both the second fixed part 251 and the third fixed part 252. Figure 7 It is known that when the first clutch 24 is in the third mechanical state and the second clutch 25 is in the fourth mechanical state, there is no transmission connection between the engine 21, the motor 22, and the wheels 23. In some cases, the operating mode of the vehicle powertrain 20 under this implementation is called neutral mode.

[0108] In another possible implementation, the vehicle powertrain 20 also includes a controller ( Figure 6 and Figure 7(Not shown), the controller is used to adjust the mechanical state of the first clutch 24 and / or the mechanical state of the second clutch 25. For example, the controller can adjust the first clutch 24 to the aforementioned first mechanical state and the second clutch 25 to the aforementioned second mechanical state in response to instructions from a user or other computing device.

[0109] In another possible implementation, the controller can be used not only to control the mechanical state of the clutch but also to control the operating state of the motor 22. As one possible implementation, the controller can be used to control the motor 22 to generate electricity and to control the output torque of the motor 22 to drive the wheels 23 to rotate. In this implementation, the vehicle powertrain 20 only needs one controller and one motor to enable the powertrain to have both driving and power generation functions. As yet another possible implementation, the controller can be used to control the motor 22 to generate electricity or to control the output torque of the motor 22 to drive the wheels 23 to rotate.

[0110] In another possible implementation, the first set of reduction gears 26 is a parallel shaft reducer, and the second set of reduction gears 27 is a parallel shaft reducer.

[0111] In another possible implementation, motor 22 is a permanent magnet synchronous motor, which is beneficial for improving the overall vehicle's power performance and energy utilization. In some cases, when motor 22 outputs positive torque in a preset direction, motor 22 is in drive mode; when motor 22 outputs negative torque in a preset direction, motor 22 is in generator mode.

[0112] For example, Figure 8 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. The following is a description of its structure in conjunction with... Figure 8 This section introduces a specific vehicle powertrain 20. Figure 8 The vehicle powertrain 20 shown includes an engine 21, an electric motor 22, wheels 231 and 232, a first clutch 24, a second clutch 25, a first set of reduction gears 26 and a second set of reduction gears 27, wheel axles 281 and 282, a polarizer 29, and a differential 30. The engine 21, electric motor 22, first clutch 24, second clutch 25, first set of reduction gears 26 and second set of reduction gears 27, polarizer 29, and differential 30 are located inside the vehicle, for example, in the front compartment area. Optionally, wheels 231 and 232 are both front wheels of the vehicle. Further alternatively, wheels 231 and 232 are both rear wheels of the vehicle. Figure 8In the design, wheel 231 corresponds to wheel half-shaft 281 and is connected to wheel half-shaft 281, and wheel 232 corresponds to wheel half-shaft 282 and is connected to wheel half-shaft 282. Optionally, motor 22 is a permanent magnet synchronous motor, and the first set of reduction gears 26 and the second set of reduction gears 27 are parallel shaft reducers.

[0113] Figure 8 In this configuration, the first clutch 24 includes a first movable component 242 and a first fixed component 241, with the first fixed component 241 including a shaft 2411. The second clutch includes a second fixed component 251, a third fixed component 252, and a second movable component 253. The first set of reduction gears 26 includes gears 261 and 262, and the second set of reduction gears 27 includes gears 271 and 272, with gear 271 including a bearing 273. Gears 261 and 262 transmit torque and speed through tooth surface meshing, as do gears 271 and 272. The shaft 2411 passes through the bearing 273, and rotation of the shaft 2411 does not drive rotation of gear 271.

[0114] Figure 9 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. When the first movable part 242 is in the position... Figure 9 At the position shown, the mechanical state of the first clutch 24 is the first mechanical state. Figure 10 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. When the second movable part 253 is in the position... Figure 10 When the position shown is indicated, the mechanical state of the second clutch 25 is the second mechanical state. In some cases, both the first and second mechanical states can be referred to as the engaged state.

[0115] Combination Figure 9 When the first clutch 24 is in the first mechanical state and the second clutch 25 is not in the second mechanical state, the engine crankshaft 211 forms a transmission connection with the motor shaft 221 through the first clutch 24, the second fixed component 251, and the first set of reduction gears 26, thereby forming a transmission connection as shown in the figure. Figure 6 or Figure 7 The transmission relationship 1 is shown. In this case, the operating mode of the vehicle powertrain 20 includes a range-extending mode. As one implementation, when the engine 21 is running, it transmits torque to the motor 22, which then drives the motor 22 to generate electricity. As another implementation, when the first clutch 24 is in this state, the motor 22 can transmit torque to drive the engine crankshaft 211, thereby starting the engine 21.

[0116] Combination Figure 10When the second clutch 25 is in the second mechanical state and the first clutch 24 is not in the first mechanical state, the second clutch 25 drives the first set of reduction gears 26 and the second set of reduction gears 27. Thus, the motor shaft 221 is driven by the first set of reduction gears 26, the second clutch 25, and the second set of reduction gears 27, forming a drive connection with the wheel axles (wheel axles 281 and 282). Figure 6 or Figure 7 The transmission relationship 2 is shown. In this case, the operating mode of the vehicle powertrain 20 includes a drive mode. As one implementation, when the motor 22 is working, it transmits torque to the wheels 231 and 232 to drive the wheels (wheels 231 and 232) to rotate. As another implementation, when the second clutch 25 is in this state, the kinetic energy of the vehicle is converted into rotational mechanical energy, which can drive the motor 22 to rotate and generate electricity, thus realizing energy recovery.

[0117] Figure 11 This is a schematic diagram of another vehicle powertrain provided in the embodiments of this application. When the first clutch 24 is in a first mechanical state and the second clutch 25 is in a second mechanical state, for example... Figure 11 As shown, the engine 21, motor 22, wheel 231, and wheel 232 are arranged as follows: Figure 6 or Figure 7 Transmission relationship 3 is shown. In some cases, the operating mode of the vehicle powertrain 20 under transmission relationship 3 includes engine direct drive mode. As one implementation, when the engine 21 is running, it transmits torque to wheels 231 and 232, achieving engine direct drive. As another implementation, in this state, the clutch allows the engine 21 and the motor 22 to jointly drive the wheels. As yet another implementation, if there is a power surplus after deducting the wheel drive power from the engine 21's power, the engine 21 can simultaneously drive the motor 22 to generate electricity.

[0118] When the first movable part 242 and the second movable part 253 are in Figure 8 In the indicated position, the engine 21, motor 22, and wheels (wheels 231 and 232) are not connected by a transmission. Optionally, in this case, the mechanical state of the first clutch 24 is called the third mechanical state, and the mechanical state of the second clutch 25 is called the fourth mechanical state. In some cases, both the third and fourth mechanical states may be referred to as the disengaged state. When the first clutch 24 and the second clutch 25 are in... Figure 8 When the mechanical state shown is as described, the operating mode of the vehicle powertrain is called neutral mode.

[0119] Optionally, the first clutch 24, the second clutch 25, and the motor 22 are controlled by the same controller.

[0120] Figures 6 to 11 The vehicle powertrain 20 shown connects the engine 21, the electric motor 22, and the wheels 23 (wheels 231 and 232) via a first clutch 24, a second clutch 25, a first set of reduction gears 26, and a second set of reduction gears 27. When the first clutch 23 and the second clutch 24 are in different mechanical states, the vehicle powertrain 20 has different transmission connections, thus allowing the vehicle powertrain to operate in different modes. Figures 6 to 11 The operating modes of the vehicle powertrain 20 shown also include the engine operating mode. In summary, Figures 6 to 11 The design of the vehicle powertrain 20 shown is simple, which can reduce the difficulty of system integration, reduce vehicle manufacturing costs, reduce vehicle space occupation, reduce vehicle weight, and improve the response rate of the vehicle powertrain.

[0121] This application also provides a vehicle that includes the aforementioned vehicle powertrain 10, or the aforementioned vehicle powertrain 20.

[0122] For example, please see Figure 12 , Figure 12 This is a schematic diagram of a vehicle provided in an embodiment of this application. Figure 12 The vehicle 40 shown includes a powertrain 10, which includes an engine 11, an electric motor 12, wheels 131 and 132, a first clutch 14, a first set of reduction gears 15, a second set of reduction gears 16, wheel axles 171 and 172. The engine 11 includes an engine crankshaft 111, the electric motor 12 includes a motor shaft 121, wheels 131 correspond to wheel axles 171, and wheels 132 correspond to wheel axles 172. The first clutch 14 includes a shaft 1421. The shaft 1421 is connected to the first set of reduction gears 15 via bearings of the second set of reduction gears 16.

[0123] For another example, see Figure 13 , Figure 13 This is a schematic diagram of another type of vehicle provided in the embodiments of this application. Figure 13 The vehicle 40 shown includes a powertrain 20, which includes an engine 21, an electric motor 22, wheels 231 and 232, a first clutch 24, a second clutch 25, a first set of reduction gears 26 and a second set of reduction gears 27, wheel axles 281 and 282. The engine 21 includes an engine crankshaft 211, the electric motor 22 includes a motor shaft 221, wheels 231 correspond to wheel axles 281, and wheels 232 correspond to wheel axles 282. The first clutch 24 includes a shaft 2411. The shaft 2411 is connected to the second clutch 25 via bearings of the second set of reduction gears 27.

[0124] It should be understood that Figure 12 and Figure 13 The diagrams shown are for illustrative purposes only and are intended to help understand the vehicle provided in this application. They do not constitute a limitation.

[0125] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0126] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0127] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, sequence, priority or importance of multiple objects.

[0128] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0129] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this application.

[0130] The computer-readable storage medium can be any available medium that can be stored by an information processing device and / or computing device, or a data storage device such as a data center that contains one or more available media. The available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media, or semiconductor media (e.g., solid-state drives).

[0131] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0132] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0133] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, sequence, priority or importance of multiple objects.

[0134] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0135] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle powertrain, characterized in that, The vehicle powertrain includes an engine, an electric motor, wheels, a first clutch, a first set of reduction gears, and a second set of reduction gears. The engine includes an engine crankshaft, the electric motor includes a motor shaft, and the wheels correspond to wheel half-shafts. The first clutch is connected to the first set of reduction gears, the second set of reduction gears, and the engine crankshaft. The first set of reduction gears is also connected to the motor shaft, and the second set of reduction gears is also connected to the wheel half-shafts. The mechanical state of the first clutch includes at least a first mechanical state and a second mechanical state; When the first clutch is in the first mechanical state, the engine crankshaft is connected to the motor shaft through the first clutch and the first set of reduction gears, and the engine is used to drive the motor shaft to rotate so that the motor generates electricity. When the first clutch is in the second mechanical state, the motor shaft is connected to the wheel half-shaft through the first clutch, the first set of reduction gears and the second set of reduction gears, and the motor is used to output torque to drive the wheel to rotate.

2. The vehicle powertrain according to claim 1, characterized in that, The first clutch includes a first fixed component, a second fixed component, and a third fixed component. The first clutch is connected to the first set of reduction gears, the second set of reduction gears, and the engine crankshaft, respectively, and includes: The first fixing component is connected to the first set of reduction gears, the second fixing component is connected to the second set of reduction gears, and the third fixing component is connected to the engine crankshaft.

3. The vehicle powertrain according to claim 2, characterized in that, The first clutch further includes a first movable component, which is capable of engaging with at least two of the first fixed component, the second fixed component, and the third fixed component. When the first movable part is engaged with the first fixed part and the first movable part is engaged with the third fixed part, the first clutch is in the first mechanical state; When the first movable part is engaged with the first fixed part and the first movable part is engaged with the second fixed part, the first clutch is in the second mechanical state.

4. The vehicle powertrain according to any one of claims 1-3, characterized in that, The mechanical state of the first clutch also includes a third mechanical state, in which the engine crankshaft, the motor shaft and the wheel half-shaft do not form a transmission connection with each other.

5. The vehicle powertrain according to any one of claims 1-4, characterized in that, When the first clutch is in the first mechanical state, the motor is also used to drive the engine crankshaft to rotate, so as to start the engine.

6. The vehicle powertrain according to any one of claims 1-5, characterized in that, When the first clutch is in the second mechanical state, the wheel is used to drive the motor shaft to rotate so that the motor generates electricity.

7. The vehicle powertrain according to any one of claims 1-6, characterized in that, The vehicle powertrain also includes a controller for adjusting the mechanical state of the first clutch.

8. The vehicle powertrain according to claim 7, characterized in that, The controller is also used to control the motor to generate electricity, and / or the controller is also used to control the output torque of the motor to drive the wheel to rotate.

9. The vehicle powertrain according to any one of claims 1-8, characterized in that, The first set of reduction gears is a parallel shaft reducer, and the second set of reduction gears is a parallel shaft reducer.

10. A vehicle powertrain, characterized in that, The vehicle powertrain includes an engine, an electric motor, wheels, a first clutch, a second clutch, a first set of reduction gears, and a second set of reduction gears. The engine includes an engine crankshaft, the electric motor includes a motor shaft, and the wheels correspond to wheel axles. The first clutch is connected to both the engine crankshaft and the second clutch. The second clutch is also connected to both the first set of reduction gears and the second set of reduction gears. The first set of reduction gears is also connected to the motor shaft, and the second set of reduction gears is also connected to the wheel axles. The mechanical state of the first clutch includes a first mechanical state, and the mechanical state of the second clutch includes a second mechanical state; When the first clutch is in the first mechanical state and the second clutch is not in the second mechanical state, the engine crankshaft is connected to the motor shaft through the first clutch, the second clutch and the first set of reduction gears, and the engine is used to drive the motor shaft to rotate so that the motor generates electricity. When the second clutch is in the second mechanical state and the first clutch is not in the first mechanical state, the motor shaft is connected to the wheel half-shaft through the first set of reduction gears, the second clutch, and the second set of reduction gears, and the motor is used to output torque to drive the wheel to rotate.

11. The vehicle powertrain according to claim 10, characterized in that, The first clutch includes a first movable part and a first fixed part, and the second clutch includes a second fixed part and a third fixed part. The first clutch is connected to the engine crankshaft and the second clutch respectively, including: the first movable part is connected to the engine crankshaft, and the first fixed part is connected to the second fixed part; The second clutch is also connected to the first set of reduction gears and the second set of reduction gears respectively, including: the second fixing component is connected to the first set of reduction gears, and the third fixing component is connected to the second set of reduction gears.

12. The vehicle powertrain according to claim 11, characterized in that, The second clutch also includes a second movable component. When the first movable part is engaged with the first fixed part, the first clutch is in the first mechanical state; When the second movable part is engaged with the second fixed part and the second movable part is engaged with the third fixed part, the second clutch is in the second mechanical state.

13. The vehicle powertrain according to any one of claims 10-12, characterized in that, When the first clutch is in the first mechanical state and the second clutch is in the second mechanical state The engine crankshaft is connected to the wheel half-shaft via the first clutch, the second clutch, and the second set of reduction gears, and the engine is used to output torque to drive the wheel to rotate.

14. The vehicle powertrain according to claim 13, characterized in that, When the first clutch is in the first mechanical state and the second clutch is in the second mechanical state, the motor is also used to output torque to drive the wheel to rotate.

15. The vehicle powertrain according to claim 13 or 14, characterized in that, When the first clutch is in the first mechanical state and the second clutch is in the second mechanical state, the engine is also used to drive the motor shaft to rotate so that the motor generates electricity.

16. The vehicle powertrain according to any one of claims 10-15, characterized in that, The mechanical state of the first clutch also includes a third mechanical state, and the mechanical state of the second clutch also includes a fourth mechanical state. When the first clutch is in the third mechanical state and the second clutch is in the fourth mechanical state, the engine crankshaft, the motor shaft, and the wheel half-shaft do not form a transmission connection with each other.

17. The vehicle powertrain according to any one of claims 10-16, characterized in that, When the first clutch is in the first mechanical state and the second clutch is not in the second mechanical state, the motor is also used to drive the engine crankshaft to rotate so that the engine can start.

18. The vehicle powertrain according to any one of claims 10-17, characterized in that, When the second clutch is in the second mechanical state and the first clutch is not in the first mechanical state, the wheel is used to drive the motor shaft to rotate so that the motor generates electricity.

19. The vehicle powertrain according to any one of claims 10-18, characterized in that, The vehicle powertrain also includes a controller for adjusting the mechanical state of the first clutch and / or the mechanical state of the second clutch.

20. The vehicle powertrain according to claim 19, characterized in that, The controller is also used to control the motor to generate electricity, and / or the controller is also used to control the output torque of the motor to drive the wheel to rotate.

21. The vehicle powertrain according to any one of claims 10-20, characterized in that, The first set of reduction gears is a parallel shaft reducer, and the second set of reduction gears is a parallel shaft reducer.

22. A vehicle, characterized in that, The vehicle includes the vehicle powertrain as described in any one of claims 1-9, or the vehicle powertrain as described in any one of claims 10-21.

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