Hybrid assembly of a vehicle and vehicle

Abstract

The application discloses a hybrid assembly of a vehicle and the vehicle, and relates to the field of vehicles.The hybrid assembly comprises an engine, a reduction drive device, the engine is suitable for being connected with a first wheel train, the reduction drive device comprises a shell, a reduction mechanism and a motor, the motor and the reduction mechanism are arranged in the shell, the motor is suitable for being selectively connected with the first wheel train, the motor is selectively connected with the reduction mechanism, the reduction mechanism is suitable for being connected with a second wheel train, and the engine is selectively connected with the reduction drive device.Thus, the motor is arranged in the reduction drive device, the drive train of a traditional fuel vehicle does not need to be greatly changed, the development cycle of the whole vehicle can be shortened, the development cost is reduced, the motor and the engine can work cooperatively, the flexible switching among various working modes can be realized, the complex working conditions can be adapted, and the power performance of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a hybrid powertrain for a vehicle and the vehicle itself. Background Technology

[0002] In related technologies, traditional transverse four-wheel drive gasoline vehicles, if intended to be converted into new energy hybrid four-wheel drive vehicles, typically employ a dual-motor system (front and rear) or a hybrid transmission paired with an electric drive axle. This requires extensive modifications to the drivetrain, significantly increasing the vehicle development cycle and costs. Therefore, there is an urgent need for a hybrid drive system that requires minimal modifications to traditional four-wheel drive gasoline vehicles. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a hybrid powertrain for a vehicle that does not require large-scale modifications to the drivetrain of a traditional gasoline-powered vehicle, thereby reducing the overall vehicle development cycle and costs, and providing good power performance.

[0004] The present invention further proposes a vehicle.

[0005] According to the hybrid powertrain of the vehicle of the present invention, the vehicle includes: a first wheel system and a second wheel system, wherein the first wheel system is configured as one of a front wheel system and a rear wheel system, and the second wheel system is configured as the other of the front wheel system and the rear wheel system, wherein both the first wheel system and the second wheel system include two wheel ends spaced apart and corresponding along the width direction of the vehicle;

[0006] The hybrid powertrain includes: an engine and a reduction drive device, wherein the engine is adapted to be driven and connected to the first wheel system; the reduction drive device includes: a housing, a reduction mechanism, and a motor, wherein the motor and the reduction mechanism are both disposed within the housing, the motor is adapted to be selectively driven and connected to the first wheel system, and the motor is driven and selectively driven and connected to the reduction mechanism, the reduction mechanism is adapted to be driven and connected to the second wheel system, and the engine is selectively driven and connected to the reduction drive device.

[0007] According to the hybrid powertrain of the vehicle of the present invention, by integrating the electric motor into the reduction drive device, there is no need to make large-scale changes to the transmission system of traditional fuel vehicles, which can shorten the development cycle of the whole vehicle, reduce development costs, and enable the electric motor and the engine to work together to achieve flexible switching between multiple working modes to adapt to complex working conditions and improve the power performance of the vehicle.

[0008] In some examples of the present invention, the reduction drive device further includes: a first clutch disposed within the housing, the first clutch being connected between the motor and the reduction mechanism to selectively engage the motor and the reduction mechanism.

[0009] In some examples of the present invention, the reduction mechanism includes: a driving gear and a driven gear, both of which are disposed within the housing. The driving gear is either driven or selectively driven to the motor, and the driven gear is adapted to be driven to the second gear train. The transmission ratio between the driving gear and the driven gear is greater than 1.

[0010] In some examples of the present invention, both the driving gear and the driven gear are constructed as bevel gears.

[0011] In some examples of the present invention, the reduction drive device further includes: a differential, the differential being disposed within the housing, the differential being drive-connected to the reduction mechanism, and the differential being adapted to drive-connect to the two wheel ends of the second gear train.

[0012] In some examples of the present invention, the engine and the reduction drive device are arranged at intervals and corresponding to each other along the length of the vehicle.

[0013] In some examples of the invention, the hybrid powertrain of the vehicle further includes a transmission, the engine being drive-connected to the transmission, and the transmission being adapted to drive-connect with the first wheel system.

[0014] In some examples of the invention, the hybrid powertrain of the vehicle further includes a second clutch connected between the motor and the first gear train to selectively engage the motor and the first gear train.

[0015] In some examples of the present invention, the hybrid powertrain of the vehicle further includes: a power take-off (PTO) adapted to be driven to the first wheel system, the engine driven to the PTO, and the motor selectively driven to the PTO.

[0016] The vehicle according to the present invention includes the hybrid powertrain of the vehicle described above.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the architecture of the hybrid powertrain according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the architecture of the speed reduction drive device according to an embodiment of the present invention.

[0019] Figure label: Hybrid powertrain 100; First wheel system 200; Second wheel system 300; Wheel end 400; Engine 1; 2. Reduction drive device; housing 21; reduction mechanism 22; drive gear 221; driven gear 222; motor 23; first clutch 24; differential 25; Transmission 3; Second clutch 4; Power take-off (PTO) 5. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0021] The following is for reference. Figure 1 and Figure 2 A hybrid powertrain 100 and a vehicle according to an embodiment of the present invention are described.

[0022] like Figure 1 and Figure 2 As shown, according to an embodiment of the present invention, a hybrid powertrain 100 for a vehicle includes: a first wheel system 200 and a second wheel system 300. The first wheel system 200 is configured as one of a front wheel system and a rear wheel system, and the second wheel system 300 is configured as the other of a front wheel system and a rear wheel system. Both the first wheel system 200 and the second wheel system 300 include two wheels along the width direction of the vehicle (i.e.,...). Figure 1 (as shown in the Y direction) spaced apart and corresponding to two wheel ends at 400°; The hybrid powertrain 100 includes: an engine 1 and a reduction drive device 2. The engine 1 is adapted to be connected to the first wheel system 200 for transmission. The reduction drive device 2 includes: a housing 21, a reduction mechanism 22, and a motor 23. The motor 23 and the reduction mechanism 22 are both disposed in the housing 21. The motor 23 is adapted to be selectively connected to the first wheel system 200 for transmission, and the motor 23 is also connected to or selectively connected to the reduction mechanism 22 for transmission. The reduction mechanism 22 is adapted to be connected to the second wheel system 300 for transmission. The engine 1 is selectively connected to the reduction drive device 2 for transmission.

[0023] As some embodiments of this application, the first wheel system 200 is configured as a front wheel system and the second wheel system 300 is configured as a rear wheel system, or the first wheel system 200 is configured as a rear wheel system and the second wheel system 300 is configured as a front wheel system. This article describes the example of the first wheel system 200 being configured as a front wheel system and the second wheel system 300 being configured as a rear wheel system.

[0024] As some embodiments of this application, the first wheel system 200 and the second wheel system 300 are along the length direction of the vehicle (i.e., Figure 1 (as shown in the X direction) arranged at intervals.

[0025] Both the first wheel system 200 and the second wheel system 300 include two wheels along the width direction of the vehicle (i.e., Figure 1 The two wheel ends 400 (shown in the Y direction) are spaced apart and corresponding to each other. As some embodiments of this application, the wheel end 400 can be understood as a wheel and a drive shaft (half shaft) connected to the wheel. In this application, any component's transmission connection with the wheel end 400 can be understood as a transmission connection with the drive shaft of the wheel end 400.

[0026] The engine 1 is adapted to be connected to the first gear train 200 for transmission. As some embodiments of this application, the engine 1 is capable of driving the first gear train 200 to rotate. Furthermore, the engine 1 is capable of driving the two wheel ends 400 of the first gear train 200 to rotate.

[0027] As some embodiments of this application, the engine 1 and the first gear train 200 can be connected by means of transmission, but not limited to gear pair connection, spline connection, coupling connection, etc.

[0028] The motor 23 is adapted to be selectively connected to the first gear train 200. That is, the motor 23 can be connected to the first gear train 200 or not. When the motor 23 is connected to the first gear train 200, the motor 23 can drive the first gear train 200 to rotate. Furthermore, the motor 23 can drive the two wheel ends 400 of the first gear train 200 to rotate.

[0029] As some embodiments of this application, the motor 23 and the first gear train 200 can be connected by means of transmission, but not limited to gear pair connection, spline connection, coupling connection, etc.

[0030] The motor 23 is connected to the reduction mechanism 22 via a transmission connection or a selective transmission connection. As some embodiments of this application, the motor 23 is connected to the reduction mechanism 22 via a transmission connection. The motor 23 and the reduction mechanism 22 can be connected via a transmission connection, but not limited to a gear pair connection, a spline connection, a coupling connection, etc.

[0031] In some embodiments of this application, the motor 23 and the reduction mechanism 22 are selectively connected in transmission. That is, the motor 23 may be connected in transmission with the reduction mechanism 22, or it may not be connected in transmission with the reduction mechanism 22. When the motor 23 is connected in transmission with the reduction mechanism 22, the motor 23 can drive the reduction mechanism 22 to rotate, thereby driving the second gear train 300 to rotate. In some embodiments of this application, a controllable clutch may be connected between the motor 23 and the reduction mechanism 22 to selectively engage the motor 23 and the reduction mechanism 22. That is, the motor 23 can be selectively connected in transmission with the reduction mechanism 22 through a controllable clutch. In some embodiments of this application, the controllable clutch may be constructed as, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc.

[0032] The reduction mechanism 22 is adapted to be connected to the second gear train 300 for transmission. As some embodiments of this application, the reduction mechanism 22 can drive the second gear train 300 to rotate. Furthermore, the reduction mechanism 22 can drive the two wheel ends 400 of the second gear train 300 to rotate.

[0033] As some embodiments of this application, the reduction mechanism 22 and the second gear train 300 can be connected by means of transmission, but not limited to gear pair connection, spline connection, coupling connection, etc.

[0034] The engine 1 is selectively connected to the reduction drive device 2. That is, the engine 1 can be connected to the reduction drive device 2 or not. When the engine 1 is connected to the reduction drive device 2, the motor 23 can drive the reduction drive device 2 to work, so as to drive the second gear train 300 to rotate.

[0035] As some embodiments of this application, the engine 1 is selectively connected to the motor 23 in the reduction drive device 2, or the engine 1 is selectively connected to the reduction mechanism 22 in the reduction drive device 2.

[0036] The hybrid powertrain 100 of the vehicle proposed in this application may have multiple operating modes, including but not limited to motor 23 rear-wheel drive mode, motor 23 front-wheel drive mode, engine 1 four-wheel drive mode, motor 23 four-wheel drive mode, hybrid four-wheel drive mode, and brake energy recovery mode. The specific operating states of the hybrid powertrain 100 of the vehicle under multiple operating modes are described in detail below.

[0037] In the rear-wheel drive mode, motor 23 is not connected to the first wheel system 200. Instead, motor 23 is connected to the reduction gear 22, which in turn is connected to the second wheel system 300. Motor 23 drives the reduction gear 22 to rotate, thereby driving the second wheel system 300 to propel the vehicle. This mode can be applied when the vehicle's battery charge is above 25%.

[0038] In the front-drive mode of motor 23, motor 23 is connected to the first wheel system 200 and is not connected to the reduction mechanism 22. Motor 23 can drive the first wheel system 200 to drive the vehicle.

[0039] In Engine 1 four-wheel drive mode, Engine 1 is connected to the first wheel system 200 and the reduction drive unit 2. When Engine 1 is connected to the motor 23 in the reduction drive unit 2, the power of Engine 1 is sequentially transmitted to the motor 23 and the reduction mechanism 22 to drive the second wheel system 300 and propel the vehicle. When Engine 1 is connected to the reduction mechanism 22 in the reduction drive unit 2, the power of Engine 1 is transmitted to the reduction mechanism 22 to drive the second wheel system 300 and propel the vehicle. This mode can be used when the vehicle's battery charge is below 25% and four-wheel drive is required.

[0040] In the four-wheel drive mode, motor 23 is connected to the first wheel system 200 and the reduction mechanism 22. The reduction mechanism 22 is connected to the second wheel system 300. Motor 23 drives the first wheel system 200 and the reduction mechanism 22, which in turn drives the second wheel system 300 to propel the vehicle. This mode can be used when the vehicle's fuel system malfunctions.

[0041] In hybrid four-wheel drive mode, engine 1 is connected to the first wheel system 200, motor 23 is connected to the reduction mechanism 22, and the reduction mechanism 22 is connected to the second wheel system 300. Engine 1 drives the first wheel system 200, and motor 23 drives the reduction mechanism 22 to rotate, which in turn drives the second wheel system 300 to propel the vehicle. This mode can be used when the vehicle needs four-wheel drive to get out of trouble.

[0042] In the regenerative braking mode, when the vehicle brakes and decelerates, motor 23 reverses to generate electricity, converting kinetic energy into electrical energy to recharge the power battery, thereby recovering kinetic energy to generate electricity and reducing fuel consumption.

[0043] It should be noted that the descriptions of the various working modes described above are merely illustrative and do not imply that the hybrid powertrain 100 of the vehicle proposed in this application is limited to the above working modes, nor do they imply that the hybrid powertrain 100 of the vehicle proposed in this application is limited by the above working modes.

[0044] It is understood that in the hybrid powertrain 100 of the vehicle of this application, the motor 23 is integrated into the reduction drive device 2, which eliminates the need for large-scale changes to the transmission system of traditional fuel vehicles, thereby shortening the development cycle of the entire vehicle and reducing development costs. Furthermore, by working in conjunction with the engine 1, the motor 23 can flexibly switch between various operating modes (such as rear-wheel drive mode of motor 23, front-wheel drive mode of motor 23, four-wheel drive mode of engine 1, four-wheel drive mode of motor 23, hybrid four-wheel drive mode, and brake energy recovery mode) to adapt to complex working conditions. For example, when the vehicle's fuel power system fails, the vehicle can drive in rear-wheel drive mode of motor 23. When motor 23 fails, the vehicle can drive in four-wheel drive mode of engine 1. Alternatively, when the vehicle is in certain special working conditions (such as front wheel slippage or insufficient driving force), the motor 23 and engine 1 can work together to provide driving force, thereby enhancing the overall driving force of the vehicle and significantly improving the vehicle's power performance.

[0045] Therefore, by integrating the motor 23 into the reduction drive device 2, there is no need to make large-scale changes to the transmission system of traditional fuel vehicles, which can shorten the development cycle of the whole vehicle, reduce development costs, and enable the motor 23 to work in conjunction with the engine 1 to achieve flexible switching between multiple working modes to adapt to complex working conditions and improve the vehicle's power performance.

[0046] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the speed reduction drive device 2 also includes a first clutch 24, which is disposed in the housing 21 and is connected between the motor 23 and the speed reduction mechanism 22 to selectively engage the motor 23 and the speed reduction mechanism 22.

[0047] The first clutch 24 is connected between the motor 23 and the reduction mechanism 22, meaning that the motor 23 can be selectively connected to the reduction mechanism 22 via the first clutch 24.

[0048] As some embodiments of this application, the first clutch 24 can be configured as the controllable clutch described above, and the first clutch 24 can be configured as, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the first clutch 24 can also be configured as other types of clutches. It is understood that the specific type of the first clutch 24 can be selected according to actual needs, and this application does not limit it in this regard.

[0049] By setting a first clutch 24 and connecting the first clutch 24 between the motor 23 and the reduction mechanism 22, selective connection between the motor 23 and the reduction mechanism 22 can be achieved. This arrangement makes the connection between the motor 23 and the reduction mechanism 22 reliable, which helps to improve the working reliability of the vehicle's hybrid powertrain 100.

[0050] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the reduction mechanism 22 includes a driving gear 221 and a driven gear 222. Both the driving gear 221 and the driven gear 222 are located inside the housing 21. The driving gear 221 is connected to the motor 23 for transmission or selective transmission. The driven gear 222 is adapted to be connected to the second gear train 300 for transmission. The transmission ratio between the driving gear 221 and the driven gear 222 is greater than 1.

[0051] In this embodiment, the drive gear 221 is connected to the motor 23 in a drive-driven or selective drive-driven connection. The drive gear 221 and the motor 23 can be connected in a drive-driven connection by means of, but not limited to, gear pair connection, spline connection, coupling connection, etc.

[0052] In some embodiments of this application, the drive gear 221 is selectively connected to the motor 23. That is, the drive gear 221 may be connected to the motor 23 or it may not be connected to the motor 23. When the drive gear 221 is connected to the motor 23, the motor 23 can drive the drive gear 221 to rotate, thereby driving the second gear train 300 to rotate. In some embodiments of this application, the drive gear 221 and the motor 23 can be selectively connected via the first clutch 24.

[0053] Driven gear 222 is adapted to be connected to the second gear train 300 for transmission. As some embodiments of this application, driven gear 222 can drive the second gear train 300 to rotate. Furthermore, driven gear 222 can drive the two wheel ends 400 of the second gear train 300 to rotate.

[0054] As some embodiments of this application, the driven gear 222 and the second gear train 300 can be connected by means of transmission, but not limited to gear pair connection, spline connection, coupling connection, etc.

[0055] As some embodiments of this application, the driving gear 221 may be disposed on the side of the driven gear 222 near the motor 23, and the driving gear 221 and the driven gear 222 mesh to transmit driving force.

[0056] The transmission ratio between the driving gear 221 and the driven gear 222 is greater than 1, meaning that the number of teeth on the driving gear 221 is less than the number of teeth on the driven gear 222.

[0057] It is understandable that when the drive gear 221 is connected to the motor 23, the motor 23 can drive the drive gear 221 to rotate. When the drive gear 221 rotates, it can drive the driven gear 222 that meshes with it to rotate, thereby driving the second gear train 300 to rotate.

[0058] This configuration, which connects the motor 23 to the second gear train 300, improves the reliability of the connection and enhances the operational reliability of the hybrid powertrain 100. Furthermore, by ensuring that the transmission ratio between the drive gear 221 and the driven gear 222 is greater than 1, the reduction mechanism 22, composed of the drive gear 221 and the driven gear 222, can reduce speed and increase torque when the motor 23 drives the second gear train 300 to rotate, thereby improving the vehicle's power performance.

[0059] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, both the driving gear 221 and the driven gear 222 are constructed as bevel gears.

[0060] As some embodiments of this application, the angle between the axis of the driving gear 221 and the axis of the driven gear 222 can be 90°.

[0061] This configuration can change the direction of the driving force transmission to meet the power requirements of the second wheel system 300. In addition, it can make the arrangement of the driving gear 221 and driven gear 222 more reasonable, reduce the space occupation of the reduction mechanism 22, improve the structural compactness, and optimize the spatial layout of the hybrid powertrain 100.

[0062] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the reduction drive device 2 also includes a differential 25, which is disposed in the housing 21. The differential 25 is connected to the reduction mechanism 22 and is adapted to be connected to the two wheel ends 400 of the second wheel system 300.

[0063] In this embodiment, the differential 25 is connected to the reduction mechanism 22 via a transmission connection. As some embodiments of this application, the differential 25 and the reduction mechanism 22 can be connected via, but are not limited to, gear pair connection, spline connection, coupling connection, etc. As some embodiments of this application, the gears on the housing of the differential 25 mesh with the reduction mechanism 22.

[0064] The differential 25 is adapted to be driven to the two wheel ends 400 of the second gear train 300.

[0065] As some embodiments of this application, the differential 25 is disposed between the two wheel ends 400 of the second wheel train 300. When it is necessary to drive the two wheel ends 400 of the second wheel train 300 to rotate, the differential 25 can be driven to work to distribute the driving force to the two wheel ends 400 of the second wheel train 300 as needed to drive the two wheel ends 400 of the second wheel train 300 to rotate.

[0066] By setting the differential 25, the output driving force can be reliably, smoothly and accurately distributed to the two wheel ends 400 of the second wheel system 300, which helps to improve the working reliability of the vehicle's hybrid powertrain 100.

[0067] In some embodiments of the present invention, such as Figure 1 As shown, along the length direction of the vehicle (i.e. Figure 1 (As shown in the X direction), engine 1 and reduction drive device 2 are arranged at intervals and correspond to each other.

[0068] As some embodiments of this application, along the length direction of the vehicle (i.e. Figure 1 (As shown in the X direction), the first wheel system 200 is constructed as the front wheel system, the second wheel system 300 is constructed as the rear wheel system, the engine 1 can be located at the front of the vehicle, the reduction drive device 2 can be located at the rear of the vehicle, and the engine 1 and the reduction drive device 2 correspond to each other.

[0069] This arrangement allows for a reasonable placement of the engine 1 and the reduction drive device 2, resulting in a more rational layout of the vehicle's hybrid powertrain 100. This also shortens the transmission path of the driving force and reduces energy loss.

[0070] In some embodiments of the present invention, such as Figure 1 As shown, the vehicle's hybrid powertrain 100 also includes: a transmission 3, with the engine 1 connected to the transmission 3, and the transmission 3 adapted to be connected to the first wheel system 200.

[0071] In this embodiment, the engine 1 and the transmission 3 are connected by transmission. As some embodiments of this application, the engine 1 and the transmission 3 can be connected by transmission through, but not limited to, a flange, flywheel, etc.

[0072] The transmission 3 is adapted to be connected to the first gear train 200. As some embodiments of this application, the transmission 3 and the first gear train 200 can be connected by means of gear pair connection, spline connection, coupling connection, etc.

[0073] By setting the transmission 3, the output characteristics of the engine 1 can be optimized to match the power requirements of the two wheel ends 400 of the first wheel system 200, thereby improving the vehicle's power performance.

[0074] In some embodiments of the present invention, such as Figure 1As shown, the hybrid powertrain 100 of the vehicle also includes a second clutch 4, which is connected between the motor 23 and the first gear train 200 to selectively engage the motor 23 and the first gear train 200.

[0075] The second clutch 4 is connected between the motor 23 and the first gear train 200, meaning that the motor 23 can be selectively connected to the first gear train 200 via the second clutch 4.

[0076] As some embodiments of this application, the second clutch 4 can be constructed as, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the second clutch 4 can also be constructed as other types of clutches. It is understood that the specific type of the second clutch 4 can be selected according to actual needs, and this application does not limit it in this regard.

[0077] By setting a second clutch 4 and connecting the second clutch 4 between the motor 23 and the first gear train 200, selective connection between the motor 23 and the first gear train 200 can be achieved. This arrangement makes the connection between the motor 23 and the first gear train 200 reliable, which helps to improve the working reliability of the vehicle's hybrid powertrain 100.

[0078] In some embodiments of the present invention, such as Figure 1 As shown, the vehicle's hybrid powertrain 100 also includes: a power take-off (PTO) 5, which is adapted to be driven to the first wheel system 200; an engine 1 driven to the PTO 5; and an electric motor 23 selectively driven to the PTO 5.

[0079] The power take-off 5 is adapted to be connected to the first gear train 200 for transmission. As some embodiments of this application, the power take-off 5 and the first gear train 200 can be connected for transmission through a gear pair connection, spline connection, coupling connection, etc.

[0080] The engine 1 is connected to the power take-off 5 via a transmission. As some embodiments of this application, the engine 1 and the power take-off 5 can be connected via a transmission, but not limited to a flange, flywheel, etc. Alternatively, the engine 1 can be connected to the power take-off 5 via a transmission 3.

[0081] The motor 23 is selectively connected to the power take-off 5. That is, the motor 23 can be connected to the power take-off 5 or not. When the motor 23 is connected to the power take-off 5, the motor 23 can drive the power take-off 5 to work and drive the first gear train 200 to rotate.

[0082] By setting up a power take-off unit 5, it is possible to flexibly switch between multiple power sources to adapt to the engine 1 and motor 23 of the hybrid powertrain 100 of this application, thereby enabling flexible switching between multiple working modes to adapt to complex working conditions and improve the vehicle's power performance.

[0083] As some embodiments of this application, engine 1 is driven by transmission 3, transmission 3 is driven by first gear train 200, transmission 3 is driven by motor 23, motor 23 is selectively driven by reduction mechanism 22, and reduction mechanism 22 is driven by second gear train 300.

[0084] According to the vehicle of the present invention, including the hybrid powertrain 100 of the vehicle of the above embodiment, by integrating the motor 23 into the reduction drive device 2, the development cycle of the whole vehicle can be shortened and the development cost reduced without the need for large-scale changes to the transmission system of the traditional fuel vehicle. Furthermore, the motor 23 can work in coordination with the engine 1 to achieve flexible switching between multiple working modes to adapt to complex working conditions and improve the power performance of the vehicle.

[0085] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0086] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0087] In the description of this invention, "a plurality of" means two or more.

[0088] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0089] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0090] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0091] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid powertrain for a vehicle, characterized in that, The vehicle includes: a first wheel system and a second wheel system. The first wheel system is configured as one of the front wheel system and the rear wheel system, and the second wheel system is configured as the other of the front wheel system and the rear wheel system. Both the first wheel system and the second wheel system include two wheel ends that are spaced apart and corresponding along the width direction of the vehicle. The hybrid powertrain includes: An engine, the engine being adapted to be connected to the first gear train transmission; A speed reduction drive device includes: a housing, a speed reduction mechanism, and a motor. The motor and the speed reduction mechanism are both disposed within the housing. The motor is adapted to be selectively connected to a first gear train, and the motor is either connected to or selectively connected to the speed reduction mechanism. The speed reduction mechanism is adapted to be connected to a second gear train, and the engine is selectively connected to the speed reduction drive device.

2. The hybrid powertrain of the vehicle according to claim 1, characterized in that, The speed reduction drive device further includes a first clutch, which is disposed within the housing and connected between the motor and the speed reduction mechanism to selectively engage the motor and the speed reduction mechanism.

3. The hybrid powertrain of the vehicle according to claim 1, characterized in that, The reduction mechanism includes a driving gear and a driven gear, both of which are housed within the housing. The driving gear is either driven or selectively driven by the motor, and the driven gear is adapted to be driven by the second gear train. The transmission ratio between the driving gear and the driven gear is greater than 1.

4. The hybrid powertrain of the vehicle according to claim 3, characterized in that, Both the driving gear and the driven gear are constructed as bevel gears.

5. The hybrid powertrain of the vehicle according to claim 1, characterized in that, The reduction drive device further includes a differential, which is disposed within the housing and is connected to the reduction mechanism in a transmission connection. The differential is also adapted to be connected in a transmission connection with the two wheel ends of the second gear train.

6. The hybrid powertrain of the vehicle according to claim 1, characterized in that, Along the length of the vehicle, the engine and the reduction drive device are arranged at intervals and correspond to each other.

7. The hybrid powertrain of the vehicle according to claim 1, characterized in that, Also includes: A transmission, wherein the engine is drive-connected to the transmission, and the transmission is adapted to drive-connect with the first gear train.

8. The hybrid powertrain of the vehicle according to claim 1, characterized in that, Also includes: A second clutch is connected between the motor and the first gear train to selectively engage the motor and the first gear train.

9. The hybrid powertrain of the vehicle according to claim 1, characterized in that, Also includes: A power take-off (PTO), the PTO being adapted to be driven and connected to the first gear train, the engine being driven and connected to the PTO, and the motor being selectively driven and connected to the PTO.

10. A vehicle, characterized in that, The hybrid powertrain of the vehicle according to any one of claims 1-9.

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