Two-wheeled vehicle

Abstract

This invention provides a two-wheeled vehicle. The two-wheeled vehicle includes a frame, with the front ends of an upper bracket and a lower bracket fixedly connected to a head tube. The lower bracket is at least partially located below the upper bracket, forming an accommodating space between them. A first motor is located on one side of the engine and connected to it. A second motor is located above the engine and a transmission mechanism, and both the second motor and the engine are drive-connected to the transmission mechanism. Wheels include a rear wheel for driving, and a powertrain is connected to the rear wheel drive. The frame also includes mounting brackets, comprising a first mounting bracket and a second mounting bracket. The first mounting bracket is located between the lower bracket and the transmission mechanism and is connected to both. The second mounting bracket is located above the engine and the transmission mechanism and is connected to the engine, the second motor, and the transmission mechanism. This invention solves the problems of insufficient powertrain stability and structural integration in existing hybrid two-wheeled vehicles.

Description

[0001] This application claims priority to the invention patent application filed on April 23, 2026, with application number 2026105501305 and entitled "Two-wheeled Vehicle". Technical Field

[0002] This invention relates to the field of transportation technology, and more specifically, to a two-wheeled vehicle. Background Technology

[0003] Two-wheeled vehicles (including electric bicycles and motorcycles) are characterized by their small size, small turning radius, ease of maneuvering in congested city streets, and high commuting efficiency. Therefore, two-wheeled vehicles are increasingly favored by users. However, during long-distance travel, the power systems of two-wheeled vehicles generally suffer from low energy utilization, leading to high fuel consumption and energy waste, resulting in poor economic efficiency. Furthermore, the lack of a reasonable vertical and horizontal spatial coordination between the various power components can easily cause structural interference, reducing the flexibility of the overall vehicle layout and assembly efficiency. In addition, the existing powertrain installation methods lack a systematic design for the support and connection of the frame, resulting in insufficient powertrain stability and structural integration.

[0004] In other words, existing hybrid two-wheeled vehicles suffer from insufficient powertrain stability and structural integration. Summary of the Invention

[0005] The main objective of this invention is to provide a two-wheeled vehicle to solve the problems of insufficient stability and structural integration of the powertrain in existing hybrid two-wheeled vehicles.

[0006] To achieve the above objectives, according to one aspect of the present invention, a two-wheeled vehicle is provided, comprising: a frame, the frame including a head tube, an upper bracket, and a lower bracket, the front ends of the upper bracket and the lower bracket being fixedly connected to the head tube, the lower bracket being at least partially located below the upper bracket and forming an accommodating space between the lower bracket and the upper bracket; a powertrain, the powertrain being at least partially located within the accommodating space; the powertrain including an engine, a first motor, a second motor, and a transmission mechanism, the first motor being located on one side of the engine and connected to the engine, the second motor being located above the engine and the transmission mechanism, and the second motor and the engine being respectively drively connected to the transmission mechanism; wheels, the wheels including a rear wheel for driving, the powertrain being drively connected to the rear wheel; the frame further including a mounting bracket, the mounting bracket including a first mounting bracket and a second mounting bracket, the first mounting bracket being located between the lower bracket and the transmission mechanism and being respectively connected to the lower bracket and the transmission mechanism; the second mounting bracket being located above the engine and the transmission mechanism and being respectively connected to the engine, the second motor, and the transmission mechanism.

[0007] In some alternative embodiments, the lower bracket also includes a support frame extending along the width direction, with the lower end of the engine fixedly connected to the support frame.

[0008] In some alternative embodiments, one end of the first mounting bracket is fixedly connected to the support frame, and the other end of the first mounting bracket is movably connected to the transmission mechanism via a bearing.

[0009] In some alternative embodiments, the second mounting bracket is fixedly connected to the second motor and the engine respectively, and the second mounting bracket is also movably connected to the transmission mechanism via bearings.

[0010] In some alternative embodiments, the transmission mechanism includes a first transmission member and a second transmission member, the second transmission member being located behind the engine and the first transmission member being located on the side of the engine away from the first motor, and the first transmission member being connected to the engine and the second transmission member respectively; when viewed along the width direction of the two-wheeled vehicle, the first transmission member at least partially overlaps with the engine and the second transmission member respectively.

[0011] In some alternative embodiments, the second transmission component includes an input shaft, an output shaft, and a transmission gear set located between the output shaft and the input shaft. The transmission gear set includes a planetary gear carrier, a sun gear, and an external gear ring that mesh with each other. The sun gear is fixedly connected to the input shaft, and the planetary gear carrier is fixedly connected to the output shaft. The transmission gear set also includes a locking element that engages with the external gear ring. The locking element is located on the side of the external gear ring away from the engine, and the locking element is fixedly connected to the lower bracket via an adapter.

[0012] In some alternative embodiments, a reference plane X is defined perpendicular to the length direction of the two-wheeled vehicle. The reference plane X passes through the lowest point of the upper support, and the second motor and the second transmission component are located behind the reference plane X.

[0013] In some alternative embodiments, the engine includes a cylinder head and a crankcase, with the cylinder head located in front of the crankcase. When viewed along the length of the two-wheeled vehicle, the crankcase, cylinder head, and second transmission component at least partially overlap.

[0014] In some alternative embodiments, when viewed along the height of the two-wheeled vehicle, the axis of rotation of the second motor is located between the engine and the second transmission component.

[0015] In some alternative embodiments, the powertrain also includes an air filter assembly that is connected to the cylinder head via a pipe, the air filter assembly being at least partially located in front of the cylinder head, and the air filter assembly being fixedly connected to an upper bracket and / or a lower bracket.

[0016] According to the technical solution of this invention, a two-wheeled vehicle includes: a frame, which includes a head tube, an upper bracket, and a lower bracket. The front ends of the upper bracket and the lower bracket are fixedly connected to the head tube. The lower bracket is at least partially located below the upper bracket and forms an accommodating space with the upper bracket; a powertrain, which is at least partially located within the accommodating space; the powertrain includes an engine, a first motor, a second motor, and a transmission mechanism. The first motor is located on one side of the engine and connected to the engine. The second motor is located above the engine and the transmission mechanism, and the second motor and the engine are respectively connected to the transmission mechanism; wheels, including a rear wheel for driving, and the powertrain is connected to the rear wheel for driving; the frame also includes a mounting bracket, which includes a first mounting bracket and a second mounting bracket. The first mounting bracket is located between the lower bracket and the transmission mechanism and is connected to the lower bracket and the transmission mechanism respectively; the second mounting bracket is located above the engine and the transmission mechanism and is connected to the engine, the second motor, and the transmission mechanism respectively.

[0017] By placing the first motor on one side of the engine and directly connecting it, the need for transmission components between the two can be reduced, thus minimizing the space occupied by the powertrain in the two-wheeled vehicle and promoting its miniaturization. Simultaneously, placing the second motor above the engine and transmission mechanism reduces its space occupation in the length or width directions while fully utilizing the height, allowing for efficient use of space and further contributing to the miniaturization of the two-wheeled vehicle. The engine drives the rear wheels for hydraulic propulsion, while the second motor drives them for electric propulsion, enabling long-distance travel while reducing fuel consumption, allowing the two-wheeled vehicle to balance long range and low energy consumption. Furthermore, the powertrain is fixedly connected to the lower frame via mounting brackets, significantly improving the space utilization and integration of the powertrain, reducing structural interference, and optimizing the overall vehicle layout. This also enhances the connection stability and assembly reliability between the powertrain and the frame, improving the overall structural strength and engineering adaptability, thereby increasing design freedom and manufacturing efficiency. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 A schematic diagram of the powertrain of an alternative embodiment of the present invention is shown at one angle.

[0020] Figure 2 This diagram shows a powertrain from another angle, representing an alternative embodiment of the present invention.

[0021] Figure 3An exploded view of the first transmission member at one angle according to an alternative embodiment of the present invention is shown;

[0022] Figure 4 An exploded view of the second transmission member of an alternative embodiment of the present invention is shown at one angle;

[0023] Figure 5 A schematic diagram of the structure of the second transmission member at one angle according to an optional embodiment of the present invention is shown;

[0024] Figure 6 It shows Figure 5 Middle BB direction view;

[0025] Figure 7 A schematic diagram of the first energy transfer path according to an optional embodiment of the present invention is shown;

[0026] Figure 8 A schematic diagram of a second energy transfer path according to an optional embodiment of the present invention is shown;

[0027] Figure 9 A schematic diagram of a third energy transfer path according to an optional embodiment of the present invention is shown;

[0028] Figure 10 A schematic diagram of a fourth energy transfer path according to an optional embodiment of the present invention is shown;

[0029] Figure 11 This diagram illustrates the positional relationship between the powertrain and the vehicle frame at an angle according to an optional embodiment of the present invention.

[0030] Figure 12 This diagram illustrates the positional relationship between the powertrain and the chassis at another angle, according to an alternative embodiment of the present invention.

[0031] Figure 13 This diagram illustrates the positional relationship between the mounting bracket and the powertrain at an angle according to an optional embodiment of the present invention.

[0032] Figure 14 A schematic diagram of the powertrain of an alternative embodiment of the present invention is shown from another angle;

[0033] Figure 15 A schematic diagram of the powertrain of an alternative embodiment of the present invention is shown from another angle;

[0034] Figure 16 A schematic diagram of the powertrain of an alternative embodiment of the present invention is shown from another angle. Detailed Implementation

[0035] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0036] It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0037] In this invention, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not intended to limit this invention.

[0038] like Figures 1 to 16 As shown, the two-wheeled vehicle includes a frame 10, a body panel, wheels, an energy storage mechanism, a powertrain 40, and a controller. The powertrain 40 is at least partially mounted on and supported by the frame 10. The body panel is also at least partially mounted on the frame 10 and at least partially covers the powertrain 40, providing protection for it. The wheels include a front wheel located in front of the frame 10 and a rear wheel 20 located behind the frame 10, with both wheels 20 rotatably connected to the frame 10. The controller is mounted on the frame 10 and electrically connected to the powertrain 40, controlling its operating state. For ease of description, the following definitions are also provided: Figure 11 , Figure 14 and Figure 15 The directions shown are front, back, left, right, up, and down. The front-back direction refers to the length direction of the two-wheeled vehicle, the left-right direction refers to the width direction of the two-wheeled vehicle, and the up-down direction refers to the height direction of the two-wheeled vehicle.

[0039] In some alternative embodiments, at least one of the front wheel and the rear wheel 20 is a drive wheel, and the powertrain 40 is driven by the drive wheel to provide driving force. That is, when there is only one drive wheel in the two-wheeled vehicle, if the front wheel is the drive wheel, the powertrain 40 is driven by the front wheel; if the rear wheel 20 is the drive wheel, the powertrain 40 is driven by the rear wheel 20. Of course, if the two-wheeled vehicle has two drive wheels, the powertrain 40 is driven by both the front wheel and the rear wheel 20 simultaneously.

[0040] In some alternative embodiments, the powertrain 40 can directly drive the drive wheel. For example, the output shaft 92 of the powertrain 40 is connected to the drive wheel shaft of the drive wheel to drive the drive wheel to rotate. Alternatively, the powertrain 40 can drive the drive wheel through a transmission device. For example, the output shaft 92 of the powertrain 40 is connected to a transmission device, which is connected to the drive wheel shaft of the drive wheel. The torque output by the output shaft 92 of the powertrain 40 is transmitted to the drive wheel through the transmission device to drive the drive wheel to rotate. The transmission device can specifically be a chain drive mechanism, a belt drive mechanism, a gear drive mechanism, or other transmission structures. The specific structure of the powertrain 40 driving the drive wheel can be designed according to actual needs, and no specific limitations are made here.

[0041] The specific structure of the powertrain 40 will be described below with the rear wheel 20 as the driving wheel as an example. In some other embodiments, the driving wheel may also be the front wheel, and no specific limitation is made here.

[0042] In some alternative embodiments, please refer to Figure 1 The powertrain 40 includes a first drive mechanism 50 and a second drive mechanism 60, both configured to provide driving force to the rear wheels 20. The first drive mechanism 50 is connected to an energy storage mechanism, and the electricity generated by the first drive mechanism 50 during operation is stored in the energy storage mechanism. The second drive mechanism 60 is connected to the energy storage mechanism, which provides electricity to the second drive mechanism 60, which converts the electricity into the driving force required by the rear wheels 20.

[0043] In some alternative embodiments, the energy storage mechanism is a power battery.

[0044] In some alternative embodiments, the controller is electrically connected to the first drive mechanism 50 and can control the working state of the first drive mechanism 50; the controller is electrically connected to the second drive mechanism 60 and can control the working state of the second drive mechanism 60; and the controller is electrically connected to the energy storage mechanism and can control the working state of the energy storage mechanism.

[0045] In some alternative embodiments, please refer to Figure 1 The powertrain 40 also includes a transmission mechanism 70, which is connected to the rear wheel 20. A first drive mechanism 50 is connected to the transmission mechanism 70. When the first drive mechanism 50 provides driving force, the driving force is transmitted to the rear wheel 20 through the transmission mechanism 70. A second drive mechanism 60 is connected to the transmission mechanism 70, and the second drive mechanism 60 transmits driving force to the rear wheel 20 through the transmission mechanism 70.

[0046] Specifically, the transmission mechanism 70 includes an output shaft 92, which is connected to the rear wheel 20 via a transmission connection. For example, the second drive mechanism 60 is connected to the output shaft 92 via a transmission connection.

[0047] In some alternative embodiments, please refer to Figure 2 The first drive mechanism 50 includes an engine 51 and a first motor 52. The engine 51 can be an internal combustion engine that generates driving force by burning fuel, specifically a gasoline engine 51 or a diesel engine 51, etc. The first motor 52 is configured to output electrical energy when mechanical energy is input, specifically a permanent magnet synchronous motor, an electrically excited generator, an AC asynchronous motor, a switched reluctance motor, a DC motor, etc.

[0048] In some alternative embodiments, the engine 51 is drive-connected to the first motor 52, enabling the engine 51 to drive the first motor 52 to rotate, thereby causing the first motor 52 to output electrical energy. The engine 51 and the first motor 52 can be directly driven, for example, rigidly connected, specifically by connecting the first motor 52 to the crankshaft 511 of the engine 51. Alternatively, the engine 51 and the first motor 52 can be integrated into a single unit, specifically by integrating the crankshaft 511 of the engine 51 and the shaft of the first motor 52 into one unit. Of course, the engine 51 and the first motor 52 can also be indirectly driven, for example, by a transmission component, such as a gear transmission component, a synchronous belt drive component, a chain drive component, a universal joint, or a drive shaft. Furthermore, the engine 51 and the first motor 52 can also be driven non-contactly, for example, through magnetic coupling. The connection method between the engine 51 and the first motor 52 is not specifically limited here and can be designed according to actual needs.

[0049] It should be noted that the engine 51 can be used to drive the first motor 52 to generate electricity, or it can not be used to drive the first motor 52 to generate electricity. It can be controlled according to actual needs. For example, when the battery is low, the engine 51 drives the first motor 52 to generate electricity; or when the battery is high, the engine 51 does not drive the first motor 52 to generate electricity.

[0050] Optionally, a clutch can be provided between the first motor 52 and the engine 51 to realize the connection and disconnection between the crankshaft 511 and the rotating shaft of the first motor 52, thereby cutting off the power generation path of the first motor 52.

[0051] In some alternative embodiments, please refer to Figure 2The first motor 52 is located on one side of the engine 51 and is connected to the crankshaft 511 of the engine 51 so that the crankshaft 511 of the engine 51 drives the first motor 52 to generate electricity when it rotates. The side of the engine 51 away from the first motor 52 is connected to the transmission mechanism 70 so that the torque output by the engine 51 is transmitted to the transmission mechanism 70. The transmission mechanism 70 can transmit the torque output by the engine 51 to the rear wheel 20 so as to drive the first motor 52 to generate electricity while driving the rear wheel 20 to rotate.

[0052] In some alternative embodiments, the controller can control the torque allocated by the engine 51 to the transmission mechanism 70 and the first motor 52, and can control how much power to allocate to drive the rear wheels 20 and how much power to allocate to drive the first motor 52 to generate electricity according to actual needs. For example, when the battery is low, the power allocated to the first motor 52 is greater than the power allocated to the transmission mechanism 70; conversely, when the battery is high, the power allocated to the first motor 52 is less than the power allocated to the transmission mechanism 70.

[0053] In some alternative embodiments, an energy transfer path is formed between the engine 51, the transmission mechanism 70, and the rear wheel 20. The energy transfer path formed by the engine 51, the transmission mechanism 70, and the rear wheel 20 is defined as the first energy transfer path. The first energy transfer path can be interrupted at the transmission mechanism 70. That is, the torque output by the engine 51 can be transmitted only to the transmission mechanism 70 and not to the rear wheel 20. At this time, when the engine 51 is working, it only drives the first motor 52 to generate electricity and does not drive the rear wheel 20 to rotate.

[0054] In some alternative embodiments, please refer to Figure 2 The transmission mechanism 70 includes a first transmission member 80 and a second transmission member 90. The first transmission member 80 and the second transmission member 90 are connected in a transmission manner. The first transmission member 80 is connected in a transmission manner to the side of the engine 51 opposite to the first motor 52. At this time, the first energy transmission path is that the torque output by the engine 51 is transmitted to the first transmission member 80, the first transmission member 80 transmits the torque to the second transmission member 90, and the second transmission member 90 can transmit the torque to the rear wheel 20. In this embodiment, the first energy transmission path can be interrupted at the first transmission member 80, that is, the kinetic energy transmission path from the first transmission member 80 to the second transmission member 90 can be controlled to be disconnected, and at this time the torque will not be transmitted to the second transmission member 90; or the first energy transmission path can be interrupted at the second transmission member 90, that is, the kinetic energy transmission path from the second transmission member 90 to the rear wheel 20 can be controlled to be disconnected, and at this time the torque will not be transmitted to the rear wheel 20.

[0055] In some alternative embodiments, the first transmission component 80 may be a transmission, specifically a CVT (Continuously Variable Transmission), a DCT (Dual Clutch Transmission), or an AMT (Automated Manual Transmission).

[0056] In some alternative embodiments, the transmission is a CVT (Continuously Variable Transmission). The CVT can be a belt-driven CVT, a steel belt-driven CVT, or a chain-driven CVT. Of course, other special types of CVTs, such as multi-disc or ball-bearing CVTs, can also be selected according to actual needs. The specific type of CVT used can be designed according to actual requirements, and no specific limitations are made here.

[0057] In some alternative embodiments, the CVT is a belt-driven CVT. However, in this embodiment, the CVT omits the centrifugal clutch compared to a traditional CVT, and only achieves power transmission by adaptively adjusting the transmission ratio based on vehicle speed, thereby simplifying the structure, reducing energy loss, and improving energy recovery efficiency.

[0058] In some alternative embodiments, please refer to Figure 2 The first transmission component 80 includes a drive disc assembly 81, a flexible transmission component 82, and a driven disc assembly 83. The drive disc assembly 81 is connected to the engine 51, and the drive disc assembly 81 and the driven disc assembly 83 are connected via the flexible transmission component 82. When the speed of the engine 51 increases, the drive disc assembly 81 clamps the flexible transmission component 82 (the transmission diameter of the flexible transmission component 82 at the drive disc assembly 81 increases), and the flexible transmission component 82 pulls the driven disc assembly 83 to release (the transmission diameter of the flexible transmission component 82 at the driven disc assembly 83 decreases), thus achieving upshifting and acceleration. When the speed of the engine 51 decreases, the drive disc assembly 81 releases the flexible transmission component 82 (the transmission diameter of the flexible transmission component 82 at the drive disc assembly 81 decreases), and the reset component pushes the driven disc assembly 83 to clamp the flexible transmission component 82 (the transmission diameter of the flexible transmission component 82 at the driven disc assembly 83 increases), thus achieving downshifting and deceleration. Specifically, it can be understood that, with the first energy transfer path continuously flowing, the speed of the rear wheel 20 can be controlled by controlling the speed of the engine 51 transmitting to the drive disc assembly 81. For example, increasing the speed of the engine 51 transmitting to the drive disc assembly 81 will increase the speed of the rear wheel 20, and decreasing the speed of the engine 51 transmitting to the drive disc assembly 81 will decrease the speed of the rear wheel 20.

[0059] In some alternative embodiments, please refer to Figure 3The first transmission component 80 also includes a first transmission shaft 84 and a second transmission shaft 85. The drive disk assembly 81 is disposed on the first transmission shaft 84, and the driven disk assembly 83 is disposed on the second transmission shaft 85. The first transmission shaft 84 and the second transmission shaft 85 can be part of the first transmission component 80, or they can be other structural components. Alternatively, the first transmission shaft 84 and the second transmission shaft 85 can be integrally formed with other structural components. It is only necessary to ensure that the drive disk assembly 81 and the driven disk assembly 83 can rotate stably.

[0060] In some alternative embodiments, please refer to Figure 3 The drive disk assembly 81 includes two opposing first drive disks 811 and second drive disks 812, spaced apart on a first drive shaft 84. The first drive disk 811 is fixedly connected to the first drive shaft 84, while at least a portion of the second drive disk 812 is movable along the axial direction of the first drive shaft 84 towards or away from the first drive disk 811. The first drive shaft 84 is drively connected to the crankshaft 511 of the engine 51, so that the crankshaft 511 of the engine 51 can drive the first drive shaft 84 to rotate.

[0061] In some alternative embodiments, the first drive shaft 84 is coaxial with the crankshaft 511 of the engine 51. The two can be fixedly connected or be an integrally formed structure. No specific limitation is made here.

[0062] In some alternative embodiments, please refer to Figure 3 The driven disk assembly 83 includes two oppositely arranged first driven disks 831 and second driven disks 832. The first driven disks 831 and second driven disks 832 are spaced apart on the second drive shaft 85. The first driven disks 831 are fixedly connected to the second drive shaft 85, while at least a portion of the second driven disks 832 can move along the axial direction of the second drive shaft 85 toward or away from the first driven disks 831. The second drive shaft 85 is connected to the second transmission member 90.

[0063] Specifically, when the engine speed 51 increases, the second drive disc 812 moves closer to the first drive disc 811, causing the distance between the first drive disc 811 and the second drive disc 812 to decrease, thus clamping and pushing the flexible transmission member 82 outward. This increases the transmission diameter of the flexible transmission member 82 at the drive disc assembly 81. Since the total length of the flexible transmission member 82 remains unchanged, the increased transmission diameter at the drive disc assembly 81 will pull more flexible transmission members 82 over. During this process, the flexible transmission member 82 will squeeze the second driven disc 832, causing the second driven disc 832 to move away from the first driven disc 831, thereby reducing the transmission diameter of the flexible transmission member 82 at the driven disc assembly 83. Similarly, when the engine speed 51 decreases, the second drive disc 812 moves away from the first drive disc 811, increasing the distance between the first drive disc 811 and the second drive disc 812. At this time, the transmission diameter of the flexible transmission member 82 at the drive disc assembly 81 decreases. Since the total length of the flexible transmission member 82 remains unchanged, the squeezing force of the flexible transmission member 82 on the second driven disc 832 decreases, and the second driven disc 832 moves closer to the first driven disc 831, so that the transmission diameter of the flexible transmission member 82 at the driven disc assembly 83 increases.

[0064] In some alternative embodiments, please refer to Figure 3 A stop 86 is provided on the second drive shaft 85. The stop 86 is located on the side of the second driven disk 832 away from the first driven disk 831. A reset member 87 is provided between the stop 86 and the second driven disk 832. When the squeezing force of the flexible transmission member 82 on the second driven disk 832 decreases, the reset member 87 pushes the second driven disk 832 to move closer to the first driven disk 831.

[0065] In some alternative embodiments, please refer to Figure 3 The second driven disk 832 has a limiting sleeve 834 on the side opposite to the first driven disk 831. The limiting sleeve 834 is sleeved on the second drive shaft 85. The limiting sleeve 834 has at least one first limiting member 835. The second drive shaft 85 has at least one second limiting member 851 that cooperates with the first limiting member 835. One of the first limiting member 835 and the second limiting member 851 is a limiting post, and the other is an elongated hole. The extension direction of the second drive shaft 85 is defined as the first direction. The elongated hole extends basically along the first direction. The cooperation between the limiting post and the elongated hole realizes the limiting of the second driven disk 832, ensuring that the movement of the second driven disk 832 along the extension direction of the second drive shaft 85 is within an effective range.

[0066] In some alternative embodiments, please refer to Figure 3 The driven disk assembly 83 also includes a protective sleeve 836, which is fitted on the outside of the limiting sleeve 834 and provides protection for the limiting sleeve 834.

[0067] In some alternative embodiments, the first transmission member 80 further includes a one-way bearing 88, which is provided between the driven disk assembly 83 and the second transmission shaft 85 so that energy can only be transmitted from the driven disk assembly 83 to the second transmission shaft 85, and not from the second transmission shaft 85 to the driven disk assembly 83.

[0068] Optionally, a one-way bearing 88 is disposed between the first driven disc 831 and the second drive shaft 85.

[0069] In some alternative embodiments, the second drive disk 812 is a pulley disk.

[0070] In some alternative embodiments, the drive disc assembly 81 is located in front of the driven disc assembly 83. Alternatively, the drive disc assembly 81 can be located behind the driven disc assembly 83. The relative positions of the drive disc assembly 81 and the driven disc assembly 83 depend on whether the drive wheels are front wheels or rear wheels 20. For example, when the drive wheels are front wheels, the drive disc assembly 81 is located behind the driven disc assembly 83; when the drive wheels are rear wheels 20, the drive disc assembly 81 is located in front of the driven disc assembly 83.

[0071] It should be noted that "drive disc assembly 81 is located in front of driven disc assembly 83" means that after being installed on the frame 10, drive disc assembly 81 is located in front of driven disc assembly 83, which can also be understood as drive disc assembly 81.

[0072] In some alternative embodiments, the transmission mechanism 70 may include only the second transmission member 90, excluding the first transmission member 80. Alternatively, the transmission mechanism 70 can be understood as the second transmission member 90. The second transmission member 90 includes an input shaft 91, an output shaft 92, and a transmission gear set 93. One end of the input shaft 91 is connected to the engine 51, and the other end is connected to the transmission gear set 93. One end of the output shaft 92 is connected to the transmission gear set 93, and the other end is connected to the rear wheel 20. This arrangement ensures that the torque output by the engine 51 is transmitted sequentially through the input shaft 91, the transmission gear set 93, and the output shaft 92 to the rear wheel 20, thereby enabling the engine 51 to drive the rear wheel 20 to rotate.

[0073] It should be noted that the transmission connection between the engine 51 and the input shaft 91 can be a direct connection or an alternative structure. For example, the engine 51 and the input shaft 91 can be connected via a first transmission component 80. Specifically, one end of the input shaft 91 can be connected to the first transmission component 80, and the other end can be connected to the transmission gear set 93. One end of the output shaft 92 can be connected to the transmission gear set 93, and the other end can be connected to the rear wheel 20. This configuration allows the torque output by the engine 51 to be transmitted sequentially through the first transmission component 80, the input shaft 91, the transmission gear set 93, and the output shaft 92 to the rear wheel 20, thus enabling the engine 51 to drive the rear wheel 20 to rotate.

[0074] In some alternative embodiments, the kinetic energy transmission path between the input shaft 91 and the output shaft 92 can be cut off by controlling the state of the transmission gear set 93, or the kinetic energy transmission path between the input shaft 91 and the output shaft 92 can be connected by the transmission gear set 93.

[0075] In some alternative embodiments, the input shaft 91 and the second transmission shaft 85 are coaxial, and the two can be fixedly connected or be an integrally formed structure; no specific limitation is made here.

[0076] In some alternative embodiments, the input shaft 91 and the second drive shaft 85 are not coaxial, but are connected by transmission, for example by gears.

[0077] In some alternative embodiments, the input shaft 91 and the output shaft 92 are coaxial and spaced apart along the axial direction, which can avoid the large space occupied by the parallel shaft layout, which is conducive to the compact structure and improves the space utilization.

[0078] In some alternative embodiments, please refer to Figure 4 The transmission gear set 93 includes a sun gear 931, multiple planet gears 932, a planet carrier 933, and an external gear ring 934. The sun gear 931 is located at the center of the transmission gear set 93. The external gear ring 934 is arranged around the sun gear 931. The multiple planet gears 932 are located between the sun gear 931 and the external gear ring 934 and surround the sun gear 931. The multiple planet gears 932 mesh with the sun gear 931 and the external gear simultaneously. The planet carrier 933 is pivotally connected to the multiple planet gears 932. The planet carrier 933 is used to support the planet gears 932. At the same time, the planet carrier 933 is connected to the output shaft 92, and the input shaft 91 is connected to the sun gear 931. This configuration causes the input shaft 91 to rotate, which in turn drives the sun gear 931 to rotate. In some cases, the rotation of the planet gear 932 can drive the planet carrier 933 to rotate, which in turn drives the output shaft 92 to rotate, thereby driving the rear wheel 20 to rotate. In other cases, the rotation of the planet gear 932 will not drive the planet carrier 933 to rotate, thus disconnecting the torque transmitted from the sun gear 931 to the output shaft 92. At this time, the first energy transmission path is interrupted at the transmission gear set 93.

[0079] In some alternative embodiments, please refer to Figure 4The planetary gear 932 has a central through hole 9321. The planet carrier 933 includes a main frame 9331 and a connecting ring 9332. The main frame 9331 and the connecting ring 9332 are located on opposite sides of the planetary gear 932. The connecting ring 9332 has multiple connecting holes 9334. The main frame 9331 has multiple connecting members 9333. The multiple connecting members 9333 pass through the central through hole 9321 and connect to the connecting holes 9334, so that the main frame 9331 and the connecting ring 9332 limit the planetary gear 932 in the extension direction of the input shaft 91, while ensuring that the planetary gear 932 can rotate relative to the connecting members 9333, thus realizing the rotation of the planetary gear 932. In addition, when the planetary gear 932 rotates around the sun gear 931, the multiple planetary gears 932 can drive the multiple connecting members 9333 to rotate around the sun gear 931, thereby driving the planet carrier 933 to rotate.

[0080] In some alternative embodiments, the connector 9333 and the main frame 9331 can be an integral structure or a separate structure; no specific limitation is made here.

[0081] In some alternative embodiments, please refer to Figure 4 The main frame 9331 also includes a connecting column 9335, a fixing ring 9336, and multiple connecting pieces 9333. One end of the connecting column 9335 is connected to the fixing ring 9336, and the other end of the connecting column 9335 is connected to the output shaft 92. The fixing ring 9336 is provided with multiple fixing holes 9337, and the multiple fixing holes 9337 are provided one-to-one with the multiple connecting pieces 9333. One end of the connecting piece 9333 passes through the fixing hole 9337, the central through hole 9321, and connects to the connecting hole 9334, so that the main frame 9331 and the connecting ring 9332 are connected, thereby achieving axial positioning of the planetary gear 932.

[0082] In some alternative embodiments, the connecting post 9335 and the retaining ring 9336 are integrally formed.

[0083] In some alternative embodiments, please refer to Figure 4 A portion of the input shaft 91 extends through the sun gear 931 into the retaining ring 9336, and is spaced apart from the inner wall of the retaining ring 9336 and the connecting post 9335.

[0084] In some alternative embodiments, please refer to Figure 4 The cross-sectional area of ​​the connecting column 9335 gradually decreases in the direction away from the fixing ring 9336.

[0085] Since the sun gear 931 meshes with the planet gear 932, and the planet gear 932 meshes with the external gear ring 934, when the sun gear 931 rotates, it will drive the planet gear 932 to rotate. The planet gear 932 has two rotation modes: one is to rotate around the sun gear 931, and the other is to rotate on its own axis. The rotation mode of the planet gear 932 is related to whether the external gear ring 934 is fixed.

[0086] Specifically, when the external gear ring 934 is fixed, the rotation of the sun gear 931 will drive the planet gear 932 to rotate around the sun gear 931, which in turn causes the planet carrier 933 to rotate. At this time, the force transmission path is as follows: the input shaft 91 transmits the torque to the sun gear 931, the sun gear 931 transmits the torque to the planet gear 932, the planet gear 932 transmits the torque to the planet carrier 933, the planet carrier 933 transmits the torque to the output shaft 92, and the output shaft 92 drives the rear wheel 20 to rotate. When the external gear ring 934 is not fixed, the rotation of the sun gear 931 will drive the planet gear 932 to rotate, and the rotation of the planet gear 932 will drive the external gear ring 934 to rotate. The relative positions of the multiple planet gears 932 and the sun gear 931 remain unchanged, and the planet carrier 933 does not rotate. At this time, the force transmission path is as follows: the input shaft 91 transmits the torque to the sun gear 931, the sun gear 931 transmits the torque to the planet gear 932, and the planet gear 932 transmits the torque to the external gear ring 934. The torque is not transmitted to the output shaft 92, thus breaking the force transmission path between the input shaft 91 and the output shaft 92.

[0087] In some alternative embodiments, the controller is used to control the on / off state of the force transmission path between the input shaft 91 and the output shaft 92.

[0088] In some alternative embodiments, the external gear ring 934 is not connected to the wheel. When the external gear ring 934 is not fixed, the input shaft 91 transmits torque to the external gear ring 934 through the sun gear 931 and planet gear 932. At this time, the external gear ring 934 rotates and wastes this part of the kinetic energy.

[0089] In some alternative embodiments, please refer to Figure 4 The transmission gear set 93 also includes a locking element 935, which can lock the external gear ring 934. For example, when the locking element 935 clamps the external gear ring 934, i.e., the external gear ring 934 is fixed, the input shaft 91 transmits torque to the output shaft 92 through the sun gear 931, planet gears 932, and planet carrier 933. The transmission ratio between the two depends on the specific structure of the planet gears 932 and the sun gear 931, which is not specifically limited here. When the locking element 935 does not lock the external gear ring 934, i.e., the external gear ring 934 can rotate, the input shaft 91 transmits torque to the external gear ring 934 through the sun gear 931 and planet gears 932.

[0090] Specifically, the locking member 935 has a clamping slot 9351, which can tighten the clamping slot 9351 and clamp the outer toothed ring 934. When the locking member 935 tightens the clamping slot 9351 and clamps the outer toothed ring 934, the locking member 935 locks the outer toothed ring 934.

[0091] In some alternative embodiments, the controller is electrically connected to the locking element 935, and the controller can be used to control the locking element 935 to lock and unlock the outer gear ring 934. That is, the controller can lock and unlock the outer gear ring 934 by controlling the working state of the locking element 935.

[0092] In some alternative embodiments, please refer to Figure 4 The transmission gear set 93 also includes a locking ring 936, which is located on the outer side of the outer circumferential surface of the outer gear ring 934. The locking ring 936 is engaged with the outer gear ring 934, and the locking ring 936 cooperates with the locking member 935 to lock the outer gear ring 934.

[0093] In some alternative embodiments, please refer to Figure 4 The locking member 935 has a clamping slot 9351, and a portion of the locking ring 936 is located within the clamping slot 9351. The locking member 935 is capable of tightening the clamping slot 9351 and clamping the locking ring 936. When the locking member 935 tightens the clamping slot 9351 and clamps the locking ring 936, the locking member 935 locks the locking ring 936 and locks the outer toothed ring 934.

[0094] In some alternative embodiments, please refer to Figure 4 The outer peripheral surface of the outer gear ring 934 has a plurality of first mating parts 937 arranged circumferentially, and the inner peripheral surface of the locking ring 936 has a plurality of second mating parts 938 that mate with the first mating parts 937. The first mating parts 937 and the second mating parts 938 are mutually limitingly mated so that the outer gear ring 934 and the locking ring 936 will not rotate relative to each other, so that the outer gear ring 934 is locked when the locking ring 936 is locked by the locking part 935.

[0095] In some alternative embodiments, one of the first mating member 937 and the second mating member 938 is a protruding structure and the other is a groove structure.

[0096] exist Figure 4 In the specific embodiment shown, the first mating part 937 is a protruding structure, and the second mating part 938 is a grooved structure. For example, the protruding structure is a semi-cylinder extending along the axial direction of the outer gear ring 934, and the grooved structure penetrates through the two opposite sides of the locking ring 936 along the axial direction of the locking ring 936. This arrangement facilitates the fitting of the locking ring 936 onto the outer gear ring 934.

[0097] Since gear transmission is used between the sun gear 931, planet gear 932, and external gear ring 934, the presence of foreign objects at the gears can cause transmission interruption and affect the normal operation of the transmission gear set 93. To prevent foreign objects from getting stuck between the sun gear 931, planet gear 932, and external gear ring 934, in some optional embodiments, please refer to... Figures 4 to 6 The transmission gear set 93 also has a housing 95, which has a receiving space 951, and the sun gear 931 and planet gear 932 are located in the receiving space 951. At least the gear of the outer ring gear 934 is located in the receiving space 951, so that the housing 95 protects the sun gear 931 and planet gear 932 and other components, reducing the risk of the transmission gear set 93 jamming.

[0098] In some alternative embodiments, please refer to Figure 5 and Figure 6 The input shaft 91 and the output shaft 92 extend from the receiving space 951 to the outside of the housing 95 on opposite sides.

[0099] In some alternative embodiments, please refer to Figure 6 The outer casing 95 includes a first casing 952 and a second casing 953. In the axial direction of the outer gear ring 934, the first casing 952 and the second casing 953 are located on opposite sides of the outer gear ring 934 and are connected to the outer gear ring 934 to form a receiving space 951.

[0100] In some alternative embodiments, the first housing 952, the outer gear ring 934, and the second housing 953 are connected by fasteners. Specifically, the first housing 952 and the outer gear ring 934 can be fixedly connected, and the outer gear ring 934 can be fixedly connected to the second housing 953. For example, the first housing 952 and the outer gear ring 934 can be connected by fasteners, and the outer gear ring 934 can be connected to the second housing 953 by fasteners. Alternatively, the first housing 952, the outer gear ring 934, and the second housing 953 can be fixedly connected, for example, all three can be connected by fasteners.

[0101] In some alternative embodiments, the protrusions on the outer gear ring 934 have channels through which fasteners pass, so that the outer gear ring 934 is fixedly connected to the first housing 952 and the second housing 953, so that when the outer gear ring rotates, the first housing 952 and the second housing 953 rotate accordingly.

[0102] In some alternative embodiments, please refer to Figure 6 At least a portion of the input shaft 91 passes through the first housing 952, while at least another portion of the input shaft 91 is located outside the first housing 952. At least a portion of the output shaft 92 passes through the second housing 953, while at least another portion of the output shaft 92 is located outside the second housing 953.

[0103] In some alternative embodiments, please refer to Figure 6 The first housing 952 and the second housing 953 are spaced apart along the axial direction of the outer gear ring 934, and the locking ring 936 is located between the first housing 952 and the second housing 953.

[0104] In some alternative embodiments, please refer to Figure 6 The first housing 952 has a first groove 9521 on the end face opposite to the external gear ring 934, and the bottom surface of the first groove 9521 has a first through hole 9522, through which the input shaft 91 passes. The second housing 953 has a second groove 9531 on the end face opposite to the external gear ring 934, and the bottom surface of the second groove 9531 has a second through hole 9532, through which the output shaft 92 passes.

[0105] In some alternative embodiments, please refer to Figure 4 The second transmission component 90 also includes an input gear 96, which is fixedly connected to the output shaft 92 so that the input gear 96 and the output shaft 92 rotate synchronously. The input gear 96 is connected to the second drive mechanism 60 so that the torque output by the second drive mechanism 60 is transmitted to the output shaft 92 through the input gear 96, and then to the rear wheel 20, so that the second drive mechanism 60 drives the rear wheel 20 to rotate.

[0106] Specifically, the input gear 96 and the transmission gear set 93 are spaced apart along the extension direction of the output shaft 92 to avoid interference between them.

[0107] In some alternative embodiments, the second drive mechanism 60 is connected to an energy storage mechanism, which supplies power to the second drive mechanism 60. At the same time, the second drive mechanism 60 is drive-connected to the output shaft 92 so that the torque output by the second drive mechanism 60 is transmitted to the rear wheel 20 via the output shaft 92.

[0108] It should be noted that the second drive mechanism 60 can be directly connected to the output shaft 92, or it can be connected to the output shaft 92 through the input gear 96.

[0109] In some alternative embodiments, please refer to Figure 2 The second drive mechanism 60 includes a second motor 61. When the second motor 61 is configured to receive electrical energy, it outputs mechanical energy, i.e., kinetic energy, which can also be described as torque or rotational force. This can be understood as follows: when the energy storage mechanism provides electrical energy to the second motor 61, the shaft of the second motor 61 rotates, thereby outputting torque. Simultaneously, when the second motor 61 is configured to receive mechanical energy, it outputs electrical energy; this can be understood as follows: when the shaft of the second motor 61 rotates, it can generate electrical energy.

[0110] Specifically, the second motor 61 can be connected to the output shaft 92, or the second motor 61 can be connected to the input gear 96, and the input gear 96 can be connected to the rear wheel 20 through the output shaft 92.

[0111] When the second motor 61 outputs electrical energy, it can be achieved by the rear wheel 20 driving the output shaft 92 to rotate, which in turn drives the second motor 61 to rotate, thus generating electrical energy. Alternatively, the rear wheel 20 can drive the output shaft 92 to rotate, which in turn drives the input gear 96 to rotate, thereby driving the shaft of the second motor 61 to rotate, generating electrical energy. The electrical energy generated by the second motor 61 can be stored in an energy storage mechanism. The second motor 61 can be a permanent magnet synchronous motor, an electrically excited generator, an AC asynchronous motor, a switched reluctance motor, a DC motor, etc.

[0112] In some alternative embodiments, please refer to Figure 2 The shaft of the second motor 61 is connected to the input gear 96 via the transmission element 62. The torque output by the second motor 61 is transmitted to the input gear 96 via the transmission element 62. The input gear 96 drives the output shaft 92 to rotate, and the output shaft 92 drives the rear wheel 20 to rotate, thereby realizing that the second motor 61 drives the rear wheel 20 to rotate.

[0113] In some alternative embodiments, the outer diameter of the shaft of the second motor 61 is smaller than the outer diameter of the input gear 96. Setting the shaft of the second motor 61 to a smaller size helps to reduce the load on the second motor 61 and ensure the stability of the second motor 61's operation.

[0114] In some alternative embodiments, the transmission element 62 can be a belt or a chain.

[0115] In some alternative embodiments, the powertrain 40 includes at least four energy transmission paths. The controller can control which energy transmission path to use according to actual needs. Of course, at least two of the four energy transmission paths can be used simultaneously. The selection of the energy transmission path can be done manually, automatically by the controller, or configured by the controller according to actual needs.

[0116] like Figure 7 As shown, the first energy transfer path S1 is where the torque generated by the engine 51 is transmitted to the rear wheel 20 via the transmission mechanism 70. In other words, the engine 51 is used to drive the rear wheel 20 to rotate, which can be understood as fuel driving the rear wheel 20 to rotate. That is, the crankshaft 511 of the engine 51 is connected to the transmission mechanism 70, and the transmission mechanism 70 is connected to the rear wheel 20.

[0117] Specifically, the torque generated by the engine 51 is transmitted to the first transmission component 80, the first transmission component 80 transmits the torque to the second transmission component 90, and the second transmission component 90 transmits the torque to the rear wheel 20.

[0118] More specifically, the torque generated by the engine 51 is transmitted to the drive disc assembly 81, which transmits the torque to the driven disc assembly 83 via the flexible transmission member 82. The driven disc assembly 83 transmits the torque to the input shaft 91, which drives the sun gear 931 to rotate. The sun gear 931 drives the planet gears 932 to rotate. At this time, the external gear ring 934 is locked, and the planet gears 932 rotate around the sun gear 931, thereby driving the output shaft 92 to rotate. Thus, the torque is transmitted to the rear wheel 20 through the output shaft 92.

[0119] like Figure 8 As shown, the second energy transfer path S2 involves the kinetic energy generated by the engine 51 driving the first motor 52 to rotate and generate electrical energy, which is stored in the energy storage mechanism. In other words, the engine 51 drives the shaft of the first motor 52 to rotate, and the rotation of the shaft of the first motor 52 generates electrical energy, which is stored in the energy storage mechanism.

[0120] like Figure 9 As shown, the third energy transfer path S3 involves the torque generated by the second motor 61 being transmitted to the rear wheel 20 via the transmission mechanism 70. In other words, the second motor 61 is used to drive the rear wheel 20 to rotate, which can be understood as electrical energy driving the rear wheel 20 to rotate. That is, the shaft of the second motor 61 is connected to the transmission mechanism 70, and the transmission mechanism 70 is connected to the rear wheel 20.

[0121] Specifically, the energy storage mechanism supplies power to the second motor 61, the second motor 61 starts, and the second motor 61 transmits torque to the output shaft 92 through the transmission element 62, and the output shaft 92 transmits torque to the rear wheel 20.

[0122] like Figure 10 As shown, the fourth energy transfer path S4 is that the rear wheel 20 rotates, which drives the transmission mechanism 70 to rotate, and then drives the shaft of the second motor 61 to generate electrical energy. The electrical energy generated by the second motor 61 is stored in the energy storage mechanism.

[0123] It should be noted that although the first motor 52 is directly connected to the crankshaft 511 of the engine 51, the first motor 52 can also be designed not to generate electricity during engine 51 operation. For example, the current transmission path from the first motor 52 to the energy storage mechanism can be cut off, allowing the first motor 52 to idle without generating electricity. This first energy transmission path can be disconnected as needed. That is, when necessary, the transmission path from the engine 51 to the rear wheel 20 can be disconnected, allowing the engine 51 to be used only to drive the first motor 52 to generate electricity. However, not all the torque output by the engine 51 is used to drive the first motor 52 to generate electricity; some kinetic energy will be lost through the transmission mechanism 70. Alternatively, a clutch can be installed between the first motor 52 and the engine 51 to connect and disconnect the crankshaft 511 and the shaft of the first motor 52, thereby cutting off the power generation path of the first motor 52.

[0124] The fourth energy transfer path can exist even when neither the engine 51 nor the second motor 61 is driving the rear wheel 20 to rotate. When neither the engine 51 nor the second motor 61 is driving the rear wheel 20 to rotate, the rotation of the rear wheel 20 will activate the fourth energy transfer path. For example, when going downhill, neither the engine 51 nor the second motor 61 is driving the rear wheel 20. The rear wheel 20 rotates due to inertia, which in turn drives the second motor 61 to rotate, thereby enabling the second motor 61 to generate electricity and store the electrical energy in the energy storage mechanism.

[0125] In some optional embodiments, the two-wheeled vehicle includes multiple charging modes, which can be selected according to actual needs. The selection of the charging mode can be done manually or automatically by the controller. That is, the controller can configure it according to actual needs. By setting multiple charging modes on the two-wheeled vehicle, the energy storage mechanism can be charged by the engine 51 or by the rear wheel 20 towing it in reverse, so that the two-wheeled vehicle can be charged without relying on external charging equipment. The multiple charging modes of the two-wheeled vehicle are described in detail below.

[0126] Specifically, the two-wheeled vehicle includes a first charging mode, a second charging mode, and a third charging mode. In the first charging mode, only the first motor 52 charges the energy storage mechanism; in the second charging mode, only the second motor 61 charges the energy storage mechanism; and in the third charging mode, both the first motor 52 and the second motor 61 charge the energy storage mechanism simultaneously.

[0127] More specifically, in the first charging mode, the engine 51 starts and drives the first motor 52 to generate electricity. The first motor 52 generates electrical energy and transmits it to the energy storage mechanism to charge the energy storage mechanism.

[0128] In the second charging mode, the second motor 61 is not started, meaning it does not output torque. The output shaft 92 rotates, driving the second motor 61 to generate electrical energy, which is then transferred to the energy storage mechanism to charge it. It should be noted that in the second charging mode, the engine 51 is not started and does not drive the rear wheel 20 to rotate. The rear wheel 20 rotates due to inertia, driving the output shaft 92 to rotate, which in turn drives the second motor 61 to generate electrical energy.

[0129] In the third charging mode, engine 51 starts and drives only the first motor 52 to generate electricity. The first motor 52 generates electrical energy which is then transferred to the energy storage mechanism. At the same time, the second motor 61 does not start, meaning it does not output torque. The rear wheel 20 rotates due to inertia, driving the output shaft 92 to rotate, which in turn drives the second motor 61 to generate electrical energy which is then transferred to the energy storage mechanism. The working principle is the same as in the first and second charging modes, and will not be described again here.

[0130] In some alternative embodiments, the two-wheeled vehicle includes multiple transmission modes. For example, the two-wheeled vehicle includes a first transmission mode and a second transmission mode, and the transmission mode of the two-wheeled vehicle can be selected according to actual needs. The selection of the transmission mode can be done manually or automatically by a controller, that is, the controller can configure it according to actual needs. The various transmission modes of the two-wheeled vehicle are described in detail below.

[0131] In the first transmission mode, the two-wheeled vehicle is driven solely by the engine 51; this first transmission mode can also be called the fuel-driven mode. In the first transmission mode, the engine 51 starts, and the torque generated by the engine 51 is transmitted to the rear wheel 20 via the transmission mechanism 70, thus enabling the fuel-driven rear wheel 20 to rotate.

[0132] It should be noted that the transmission mechanism 70 includes an on state and an off state. When the transmission mechanism 70 is in the on state, it can transmit the driving force (i.e., torque) generated by the engine 51 to the rear wheel 20. When the transmission mechanism 70 is in the off state, it cannot transmit the torque generated by the engine 51 to the rear wheel 20.

[0133] Specifically, the second transmission member 90 includes an on state and an off state. That is, the torque generated by the engine 51 is transmitted to the first transmission member 80, the first transmission member 80 transmits the torque to the second transmission member 90, and the second transmission member 90 transmits the torque to the rear wheel 20. During this process, the force flow is always conducted through the first transmission member 80. When the second transmission member 90 is in the on state (i.e., the transmission mechanism 70 is in the on state), the second transmission member 90 can transmit the torque from the first transmission member 80 to the rear wheel 20. When the second transmission member 90 is in the off state (i.e., the transmission mechanism 70 is in the off state), the first transmission member 80 transmits the torque to the second transmission member 90, but the second transmission member 90 cannot transmit the torque to the rear wheel 20.

[0134] More specifically, in the first transmission mode, the torque generated by the engine 51 is transmitted to the drive disc assembly 81, which transmits the torque to the driven disc assembly 83 via the flexible transmission member 82. The driven disc assembly 83 transmits the torque to the input shaft 91, which drives the sun gear 931 to rotate. The sun gear 931 drives the planet gears 932 to rotate. At this time, the external gear ring 934 is locked (the second transmission member 90 is in the conducting state). The planet gears 932 rotate around the sun gear 931, thereby driving the output shaft 92 to rotate. Thus, the torque is transmitted to the rear wheel 20 through the output shaft 92.

[0135] In other words, in the first transmission mode, the external gear ring 934 is locked. When the engine 51 starts, the torque generated by the engine 51 is transmitted to the first transmission component 80 via the crankshaft 511. The first transmission component 80 transmits the torque to the input shaft 91. Since the external gear ring 934 is locked, the input shaft 91 rotates while driving the planetary carrier 933 to rotate, which in turn drives the output shaft 92 to rotate. This causes the output shaft 92 to drive the rear wheel 20 to rotate, thus enabling the engine 51 to drive the rear wheel 20 to rotate through the transmission mechanism 70.

[0136] It can be understood that when the external gear ring 934 is in the locked state, the input shaft 91 can transmit torque to the output shaft 92, that is, the input shaft 91 can drive the output shaft 92 to rotate, thereby realizing that the torque generated by the engine 51 is transmitted to the rear wheel 20 through the transmission mechanism 70.

[0137] In other words, when the two-wheeled vehicle is in the first transmission mode, the engine 51 starts, the second motor is turned off, the transmission mechanism 70 is in the conducting state, and the engine 51 drives the rear wheel 20 to rotate through the transmission mechanism 70.

[0138] In addition, to further increase the versatility of functions in the first drive mode, a charging mode may also be included in the first drive mode.

[0139] Furthermore, since the first motor 52 is connected to the crankshaft 511 in a transmission mode, the engine 51 can drive the first motor 52 to generate electricity at the same time, or it can choose not to drive the first motor 52 to generate electricity. No specific restrictions are imposed here, and the engine 51 can be controlled to drive the first motor 52 to generate electricity according to actual needs.

[0140] In the first transmission mode, the first motor 52 includes a charging state and a standby state. When the first motor 52 is in the charging state, its rotor rotates under the drive of the crankshaft 511, which can drive the first motor 52 to generate electrical energy and transfer it to the energy storage mechanism for storage. That is, while the engine 51 drives the rear wheel 20 to rotate, it can also drive the first motor 52 to charge the energy storage mechanism. When the first motor 52 is in the standby state, its rotor idles but does not reverse to generate electricity. The switching between the charging state and the standby state of the first motor 52 can be achieved by setting a clutch between the crankshaft 511 and the rotor and controlling the opening and closing of the clutch, or by controlling the controller of the first motor 52 accordingly.

[0141] Optionally, the switching between the charging state and the standby state of the first motor can be controlled manually or automatically based on the real-time power of the energy storage mechanism.

[0142] The preferred method is to achieve automatic control based on the real-time power of the energy storage mechanism. For example, when the two-wheeled vehicle is in the first transmission mode and the real-time power of the energy storage mechanism is less than the first threshold, the first motor 52 is in the power generation state. At this time, the engine drives the first motor 52 to generate electricity while driving the rear wheel 20 to rotate. When the real-time power of the energy storage mechanism is greater than the second threshold, the first motor is in the standby state. At this time, the engine only drives the rear wheel 20 to rotate and does not drive the first motor 52 to generate electricity.

[0143] It should be noted that the first threshold can be less than the second threshold. For example, if the energy storage device is defined as fully charged at 100%, the first threshold can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, or 5%. The second threshold can be 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, or 95%. The values ​​of the first and second thresholds can be chosen according to actual needs; no specific restrictions are imposed here, as long as the first threshold is less than the second threshold.

[0144] In one specific embodiment, the first threshold is 20% and the second threshold is 80%. That is, when the real-time power of the energy storage device is less than 20%, the first motor 52 enters the power generation state, and the engine 51 drives the second motor 61 to generate electricity. Until the real-time power of the energy storage device is greater than 80%, the first motor 52 enters the standby state, and the engine 51 does not drive the first motor 52 to generate electricity.

[0145] Alternatively, the first threshold can be equal to the second threshold. For example, if the energy storage device is defined as having a full charge of 100%, the first and second thresholds can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, and 5%.

[0146] In one specific embodiment, both the first threshold and the second threshold are 30%. When the real-time charge of the energy storage device is less than 30% (i.e., the first threshold), the first motor 52 enters the power generation state, and the engine 51 drives the first motor 52 to generate electricity until the energy storage device is fully charged (100%), or until the engine 51 stops working. Before the first motor 52 enters the power generation state, as long as the real-time charge of the energy storage device is greater than 30% (i.e., the second threshold), the first motor 52 remains in standby mode.

[0147] In the first transmission mode, the second motor 61 includes a standby state. When the second motor 61 is in the standby state, the driving force of the engine 51 is not transmitted to the second motor 61, and the second motor 61 is not used for power generation.

[0148] In the second transmission mode, the two-wheeled vehicle is driven solely by the second motor 61; this mode can also be called the electric drive mode. In this mode, the second motor 61 starts, and the torque output by it drives the output shaft 92 of the transmission mechanism 70 to rotate. The output shaft 92 then drives the rear wheel 20 to rotate, thus enabling the second motor 61 to drive the rear wheel 20 through the transmission mechanism 70. Specifically, the torque output by the second motor 61 is transmitted via a belt to the input gear 96, which drives the output shaft 92 to rotate. The output shaft 92 then drives the rear wheel 20 to rotate, thereby achieving the goal of the second motor 61 driving the rear wheel 20.

[0149] To avoid energy waste, in this mode, the external gear ring 934 can be disconnected from the locking member 935, that is, the external gear ring 934 is not locked by the locking member 935. Since the external gear ring 934 is not locked, the force transmission path between the input shaft 91 and the output shaft 92 is disconnected, and the output shaft 92 will not transmit torque to the input shaft 91, effectively avoiding energy waste.

[0150] In other words, when the two-wheeled vehicle is in the second transmission mode, the transmission mechanism is in the off state, the second motor starts, and the second motor drives the rear wheel 20 to rotate through the transmission mechanism.

[0151] In the second transmission mode, the engine 51 includes an operating state and a standby state, and the first motor 52 includes a power generation state and a standby state. When the engine 51 is in the operating state and the first motor 52 is in the power generation state, the crankshaft 511 of the engine 51 drives the rotor of the first motor 52 to rotate, driving the first motor 52 to generate electrical energy and transmit the electrical energy to the energy storage mechanism for storage; that is, the engine 51 drives the first motor to charge the energy storage mechanism. When the engine 51 is in the operating state and the first motor 52 is in the standby state, the crankshaft 511 of the engine 51 drives the rotor of the first motor 52 to rotate idling but does not reverse to generate electricity. When the engine 51 is in the standby state, it does not drive the rotor of the first motor 52 to rotate, and the first motor 52 does not generate electricity.

[0152] It should be noted that in the second transmission mode, the working state of engine 51 means that engine 51 is working, and the standby state of engine 51 means that engine 51 is not working. The power generation state of first motor 52 means that the rotor of first motor 52 rotates and generates electricity, and the standby state of first motor 52 means that first motor 52 is not used for power generation.

[0153] Optionally, in the second transmission mode, the switching between the operating state and the standby state of the engine 51, and the switching between the charging state and the standby state of the first motor 52, can be controlled manually or automatically according to the real-time power of the energy storage mechanism.

[0154] The preferred method is to achieve automatic control based on the real-time power of the energy storage mechanism. For example, when the two-wheeled vehicle is in the second transmission mode and the real-time power of the energy storage mechanism is less than the first threshold, the engine 51 is in working state and the first motor 52 is in generating state. At this time, the engine 51 drives the first motor 52 to generate electricity. When the real-time power of the energy storage mechanism is greater than the second threshold, the engine 51 is in standby state. At this time, the engine 51 does not work and does not drive the first motor 52 to generate electricity.

[0155] It should be noted that the first threshold can be less than the second threshold. For example, if the energy storage device is defined as fully charged at 100%, the first threshold can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, or 5%. The second threshold can be 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, or 95%. The values ​​of the first and second thresholds can be chosen according to actual needs; no specific restrictions are imposed here, as long as the first threshold is less than the second threshold.

[0156] In one specific embodiment, the first threshold is 20% and the second threshold is 80%. That is, when the real-time power of the energy storage device is less than 20%, the engine 51 enters the working state and the first motor 52 enters the power generation state. The engine 51 drives the second motor 61 to generate electricity until the real-time power of the energy storage device is greater than 80%. Then the engine 51 enters the standby state and the engine 51 does not drive the first motor 52 to generate electricity.

[0157] Alternatively, the first threshold can be equal to the second threshold. For example, if the energy storage device is defined as having a full charge of 100%, the first and second thresholds can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, and 5%.

[0158] In one specific embodiment, both the first threshold and the second threshold are 30%. When the real-time charge of the energy storage mechanism is less than 30% (i.e., the first threshold), the engine 51 enters the working state and the first motor 52 enters the power generation state. The engine 51 drives the first motor 52 to generate electricity until the energy storage mechanism is fully charged (100%), or until the engine 51 is turned off, for example, when the two-wheeled vehicle stops moving and the entire vehicle power system is shut down. Before the first motor 52 enters the power generation state, as long as the real-time charge of the energy storage mechanism is greater than 30% (i.e., the second threshold), the engine 51 remains in standby mode.

[0159] In other words, engine 51 can be idle, i.e., in standby mode, and the first motor 52 will not generate electricity. Alternatively, engine 51 can be operational, i.e., in operation. In this case, because the external gear ring 934 is in a movable state, the torque output from engine 51 to the first transmission component 80 is disconnected between the input shaft 91 and the output shaft 92. The input shaft 91 rotates freely and does not provide driving force. Simultaneously, engine 51 outputs torque to the first motor 52, and the first motor 52 generates electricity.

[0160] In some alternative embodiments, a one-way bearing 88 is provided between the first transmission member 80 and the second transmission shaft 85. Even if the external gear ring 934 is locked, the power will not be transmitted from the second transmission member 90 to the first transmission member 80. That is, when the second motor 61 drives the second transmission member 90 to rotate, the torque can only be transmitted from the second transmission member 90 to the rear wheel 20, and will not be driven to be transmitted to the first transmission member 80.

[0161] Two-wheeled vehicles include a primary transmission mode and a secondary transmission mode, which can be selected according to actual needs. This allows the two-wheeled vehicle to be driven by either gasoline or electricity, giving it a long range and ensuring its suitability for long-distance travel. Simultaneously, at low speeds, electric drive can be used to reduce fuel consumption, effectively lowering fuel consumption and allowing the two-wheeled vehicle to balance long range and low energy consumption. For example, when riding on city streets, electric drive is preferred to reduce fuel consumption, while on highways and expressways, gasoline drive is preferred to maximize its effectiveness.

[0162] In the third transmission mode, both wheels are driven simultaneously by the engine 51 and the second motor 61. This third transmission mode can also be called a hybrid electric drive mode. In this mode, the external gear ring 934 is locked by the locking element 935. The engine 51 is started, and the torque generated by the engine 51 is transmitted to the first transmission element 80 via the crankshaft 511. The first transmission element 80 then transmits the torque to the input shaft 91. Because the external gear ring 934 is locked, the rotation of the input shaft 91 drives the planetary carrier 933 to rotate, which in turn drives the output shaft 92 to rotate, causing the output shaft 92 to drive the rear wheel 20 to rotate. Simultaneously, the second motor 61 is started, and the torque output by the second motor 61 drives the output shaft 92 of the transmission mechanism 70 to rotate, which in turn drives the rear wheel 20 to rotate. This allows for a rapid increase in the speed of the rear wheel 20 and also helps save fuel.

[0163] In other words, the two-wheeled vehicle also includes a third transmission mode. When the two-wheeled vehicle is in the third transmission mode, the engine 51 and the second motor 61 are started, the transmission mechanism 70 is in the conducting state, and the engine 51 and the second motor 61 drive the rear wheel 20 to rotate through the transmission mechanism 70.

[0164] In the third transmission mode, the engine 51 can output part of the torque to the first motor 52, that is, drive the first motor 52 to generate electricity. Alternatively, the engine 51 may not distribute the torque to the first motor 52, that is, it may not drive the first motor 52 to generate electricity. The design can be made according to actual needs.

[0165] In the third transmission mode, the first motor 52 includes a charging state and a standby state. When the first motor 52 is in the charging state, its rotor rotates under the drive of the crankshaft 511, which can drive the first motor 52 to generate electrical energy and transfer it to the energy storage mechanism for storage. That is, while the engine 51 drives the rear wheel 20 to rotate, it can also drive the first motor 52 to charge the energy storage mechanism. When the first motor is in the standby state, its rotor idles but does not reverse to generate electricity. The switching between the charging state and the standby state of the first motor 52 can be achieved by setting a clutch between the crankshaft 511 and the rotor and controlling the opening and closing of the clutch, or by controlling the controller of the first motor 52 accordingly.

[0166] Optionally, the switching between the charging state and the standby state of the first motor can be controlled manually or automatically based on the real-time power of the energy storage mechanism.

[0167] The preferred method is to achieve automatic control based on the real-time power of the energy storage mechanism. For example, when the two-wheeled vehicle is in the third transmission mode and the real-time power of the energy storage mechanism is less than the first threshold, the first motor 52 is in the power generation state. At this time, the engine 51 drives the first motor 52 to generate electricity while driving the rear wheel 20 to rotate. When the real-time power of the energy storage mechanism is greater than the second threshold, the first motor 52 is in the standby state. At this time, the engine 51 only drives the rear wheel 20 to rotate and does not drive the first motor 52 to generate electricity.

[0168] It should be noted that the first threshold can be less than the second threshold. For example, if the energy storage device is defined as fully charged at 100%, the first threshold can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, or 5%. The second threshold can be 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, or 95%. The values ​​of the first and second thresholds can be chosen according to actual needs; no specific restrictions are imposed here, as long as the first threshold is less than the second threshold.

[0169] In one specific embodiment, the first threshold is 20% and the second threshold is 80%. That is, when the real-time power of the energy storage mechanism is less than 20%, the first motor 52 enters the power generation state, and the engine 51 drives the second motor 61 to generate electricity. Until the real-time power of the energy storage mechanism is greater than 80%, the first motor 52 enters the standby state, and the engine 51 no longer drives the first motor 52 to generate electricity.

[0170] Alternatively, the first threshold can be equal to the second threshold. For example, if the energy storage device is defined as having a full charge of 100%, the first and second thresholds can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, and 5%.

[0171] In one specific embodiment, both the first threshold and the second threshold are 30%. When the real-time charge of the energy storage device is less than 30% (i.e., the first threshold), the first motor 52 enters the power generation state, and the engine 51 drives the first motor 52 to generate electricity until the energy storage device is fully charged (100%), or until the engine 51 stops working. Before the first motor 52 enters the power generation state, as long as the real-time charge of the energy storage device is greater than 30% (i.e., the second threshold), the first motor 52 remains in standby mode.

[0172] The two-wheeled vehicle also includes a fourth transmission mode, in which the transmission mechanism is in a disconnected state, and the rear wheel 20 drives the second motor to generate electricity through the transmission mechanism.

[0173] In the fourth transmission mode, neither the engine 51 nor the second motor 61 provides driving force to the rear wheel 20. At this time, the two-wheeled vehicle continues to move forward by inertia. The fourth transmission mode can also be called the neutral mode.

[0174] In the fourth transmission mode, engine 51 can be operated or not, and can be designed according to actual needs.

[0175] Specifically, in the fourth transmission mode, the engine 51 includes an operating state and a standby state, and the first motor 52 includes a power generation state and a standby state. When the engine 51 is in the operating state and the first motor 52 is in the power generation state, the crankshaft 511 of the engine 51 drives the rotor of the first motor 52 to rotate, driving the first motor 52 to generate electrical energy and transmit the electrical energy to the energy storage mechanism for storage; that is, the engine 51 drives the first motor to charge the energy storage mechanism. When the engine 51 is in the operating state and the first motor 52 is in the standby state, the crankshaft 511 of the engine 51 drives the rotor of the first motor 52 to rotate idling but does not reverse to generate electricity. When the engine 51 is in the standby state, it does not drive the rotor of the first motor 52 to rotate, and the first motor 52 does not generate electricity.

[0176] It should be noted that in the fourth transmission mode, the working state of engine 51 means that engine 51 is working, and the standby state of engine 51 means that engine 51 is not working. The power generation state of first motor 52 means that the rotor of first motor 52 rotates and generates electricity, and the standby state of first motor 52 means that first motor 52 is not used for power generation.

[0177] Optionally, in the fourth transmission mode, the switching between the working state and the standby state of the engine 51, and the switching between the charging state and the standby state of the first motor 52, can be manually controlled or automatically controlled according to the real-time power of the energy storage mechanism.

[0178] The preferred method is to achieve automatic control based on the real-time power of the energy storage mechanism. For example, when the two-wheeled vehicle is in the fourth transmission mode and the real-time power of the energy storage mechanism is less than the first threshold, the engine 51 is in working state and the first motor 52 is in generating state. At this time, the engine 51 drives the first motor 52 to generate electricity. When the real-time power of the energy storage mechanism is greater than the second threshold, the engine 51 is in standby state. At this time, the engine 51 does not work and does not drive the first motor 52 to generate electricity.

[0179] It should be noted that the first threshold can be less than the second threshold. For example, if the energy storage device is defined as fully charged at 100%, the first threshold can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, or 5%. The second threshold can be 55%, 60%, 65%, 70%, 75%, 80%, 85%, 90%, or 95%. The values ​​of the first and second thresholds can be chosen according to actual needs; no specific restrictions are imposed here, as long as the first threshold is less than the second threshold.

[0180] In one specific embodiment, the first threshold is 20% and the second threshold is 80%. That is, when the real-time power of the energy storage device is less than 20%, the engine 51 enters the working state and the first motor 52 enters the power generation state. The engine 51 drives the second motor 61 to generate electricity until the real-time power of the energy storage device is greater than 80%. Then the engine 51 enters the standby state and the engine 51 does not drive the first motor 52 to generate electricity.

[0181] Alternatively, the first threshold can be equal to the second threshold. For example, if the energy storage device is defined as having a full charge of 100%, the first and second thresholds can be 50%, 45%, 40%, 35%, 30%, 25%, 20%, 15%, 10%, and 5%.

[0182] In one specific embodiment, both the first threshold and the second threshold are 30%. When the real-time charge of the energy storage mechanism is less than 30% (i.e., the first threshold), the engine 51 enters the working state and the first motor 52 enters the power generation state. The engine 51 drives the first motor 52 to generate electricity until the energy storage mechanism is fully charged (100%), or until the engine 51 is turned off, for example, when the two-wheeled vehicle stops moving and the entire vehicle power system is shut down. Before the first motor 52 enters the power generation state, as long as the real-time charge of the energy storage mechanism is greater than 30% (i.e., the second threshold), the engine 51 remains in standby mode.

[0183] For example, when the engine 51 is not working, the external gear ring 934 can be locked by the locking member 935 or not, and the force flow will not be transmitted to the engine 51.

[0184] For example, when the engine 51 is working, the external gear ring 934 is not locked by the locking member 935. At this time, the engine 51 works to drive the first motor 52 to generate electricity.

[0185] Two-wheeled vehicles can be powered by either fuel or electricity. This design allows them to save energy, increase range, and make them suitable for long-distance riding.

[0186] In some alternative embodiments, please refer to Figure 11 and Figure 12 The frame 10 includes a head tube 11, an upper bracket 12, and a lower bracket 13. The front ends of both the upper bracket 12 and the lower bracket 13 are fixedly connected to the head tube 11. The lower bracket 13 is at least partially located below the upper bracket 12, forming an accommodating space between them. The powertrain 40 is located within the accommodating space 17, and at least a portion of the powertrain 40 is fixedly connected to the lower bracket 13. The lower bracket 13 supports the powertrain 40, and at least a portion of the powertrain 40 is located below the upper bracket 12. The upper bracket 12 protects the powertrain 40 to prevent interference from structures above it.

[0187] The following section will take the fixed connection between the powertrain 40 and the lower bracket 13 as an example to explain in detail the positional relationship between the various components.

[0188] In some alternative embodiments, the powertrain 40 includes a first drive mechanism 50 and a second drive mechanism 60. The first drive mechanism 50 is fixedly connected to the lower bracket 13, and the second drive mechanism 60 is located on the side of the first drive mechanism 50 away from the lower bracket 13, that is, the second drive mechanism 60 is located above the first drive mechanism 50, and part of the second drive mechanism 60 is located between the upper bracket 12 and the first drive mechanism 50. Arranging the first drive mechanism 50 and the second drive mechanism 60 in a vertical direction can reduce the space occupied by the powertrain 40 in the width direction of the two-wheeled vehicle, which is beneficial to space utilization.

[0189] In some alternative embodiments, please refer to Figure 15 The powertrain 40 also includes a transmission mechanism 70. In the width direction of the two-wheeled vehicle, a portion of the transmission mechanism 70 is located on one side of the first drive mechanism 50, i.e., a portion of the transmission mechanism 70 is located on the left or right side of the first drive mechanism 50. In the longitudinal direction of the two-wheeled vehicle, another portion of the transmission mechanism 70 is located on one side of the first drive mechanism 50, i.e., another portion of the transmission mechanism 70 is located on the rear or front side of the first drive mechanism 50. This arrangement allows the torque output by the first drive mechanism 50 to be transmitted to the rear wheel 20 via the transmission mechanism 70.

[0190] In some alternative embodiments, please refer to Figures 11 to 15The powertrain 40 includes an engine 51, a first motor 52, a second motor 61, and a transmission mechanism 70. The first motor 52 is located on one side of the engine 51 and connected to the engine 51. The second motor 61 is located above the engine 51 and the transmission mechanism 70, and the second motor 61 and the engine 51 are respectively connected to the transmission mechanism 70 for transmission.

[0191] In some alternative embodiments, please refer to Figure 11 and Figure 12 The two-wheeled vehicle also includes a mounting bracket 14, to which the powertrain 40 is fixedly connected. The mounting bracket 14 is also connected to the output shaft 92 and the input shaft 91 via bearings 100. This arrangement ensures that the powertrain 40 can be stably fixed, guaranteeing the stability of its position. Simultaneously, the mounting bracket 14's connection to the output shaft 92 and the input shaft 91 via bearings 100 ensures that the second transmission component 90 can be fixed by the mounting bracket 14 while allowing the input shaft 91 and the output shaft 92 to rotate, thus ensuring stable transmission of driving force by the second transmission component 90.

[0192] In some alternative embodiments, please refer to Figure 11 and Figure 12 The mounting bracket 14 includes a first mounting bracket 15 and a second mounting bracket 16. The first mounting bracket 15 is located between the lower bracket 13 and the transmission mechanism 70, and is connected to both the lower bracket 13 and the transmission mechanism 70. The second mounting bracket 16 is located above the engine 51 and the transmission mechanism 70, and is connected to the engine 51, the second motor 61, and the transmission mechanism 70. By using the mounting bracket 14 to connect the engine 51, the second motor 61, and the transmission mechanism 70 together, the stability of the connection between the frame 10 and the powertrain 40 can be ensured, while also contributing to the weight reduction of the frame 10.

[0193] In some alternative embodiments, please refer to Figure 12 and Figure 13 The lower bracket 13 also includes a support frame 131 extending along the width direction, and the lower end of the engine 51 is fixedly connected to the support frame 131. This arrangement allows the engine 51 to be fixed on the lower bracket 13, which can support the engine 51 and ensure the stability of the positional relationship between the engine 51 and the frame 10.

[0194] In some alternative embodiments, please refer to Figure 12 and Figure 13 One end of the first mounting bracket 15 is fixedly connected to the support bracket 131, and the other end of the first mounting bracket 15 is movably connected to the transmission mechanism 70 through the bearing 100. This arrangement ensures that the transmission mechanism 70 has a fixed positional relationship with the support bracket 131, the lower bracket 13, and the engine 51, while also ensuring that the transmission mechanism 70 can rotate stably.

[0195] In some alternative embodiments, please refer to Figure 12 and Figure 13 The second mounting bracket 16 is fixedly connected to the second motor 61 and the engine 51, respectively. The second mounting bracket 16 is also movably connected to the transmission mechanism 70 through the bearing 100. This arrangement ensures a relatively stable positional relationship between the second motor 61 and the engine 51, guaranteeing the stability of force transmission. At the same time, the movable connection between the second mounting bracket 16 and the transmission mechanism 70 through the bearing ensures a stable positional relationship between the second motor 61, the engine 51, and the transmission mechanism 70, while also ensuring that the transmission mechanism 70 can rotate.

[0196] In some alternative embodiments, please refer to Figure 15 The engine 51 and the first motor 52 are arranged along the width direction of the two-wheeled vehicle. That is, in the width direction of the two-wheeled vehicle, the first motor 52 is located on one side of the engine 51. It can also be understood that the first motor 52 is located on the left or right side of the engine 51.

[0197] In some alternative embodiments, please refer to Figure 15 The transmission mechanism 70 includes a first transmission component 80 and a second transmission component 90. The first transmission component 80 and the second transmission component 90 are connected in a transmission manner. The first transmission component 80 is connected in a transmission manner to the side of the engine 51 that is away from the first motor 52. The second transmission component 90 is located behind the engine 51.

[0198] In some alternative embodiments, please refer to Figure 14 Viewed along the width of the two-wheeled vehicle, the first transmission component 80 at least partially overlaps with the engine 51 and the second transmission component 90. This arrangement facilitates the transmission connection between the first transmission component 80 and the engine 51 and the second transmission component 90, while also making full use of space and promoting the miniaturization of the powertrain 40.

[0199] In some optional embodiments, the first transmission member 80 includes a drive disk assembly 81, a flexible transmission member 82, and a driven disk assembly 83. The drive disk assembly 81 and the first motor 52 are located on opposite sides of the engine 51. Specifically, the drive disk assembly 81 and the first motor 52 are respectively connected to both ends of the crankshaft 511. The transmission disk assembly is located behind the drive disk assembly 81. The drive disk assembly 81 and the driven disk assembly 83 are connected via the flexible transmission member 82, and the driven disk assembly 83 is connected to the second transmission member 90.

[0200] Furthermore, it should be noted that, in the width direction of the two-wheeled vehicle, the entire first transmission component 80 is located on one side of the crankcase 512 of the engine 51. Please refer to [link / reference]. Figure 15 .

[0201] In some alternative embodiments, please refer to Figure 13The second transmission component 90 includes an input shaft 91, an output shaft 92, and a transmission gear set 93. The driven disc assembly 83 is connected to the input shaft 91. The transmission gear set 93 is located directly behind the engine 51, and the transmission gear set 93 and the engine 51 are spaced apart in the front-rear direction. The orthographic projection from top to bottom is defined as the orthographic projection along the height direction. This can be understood as the orthographic projection of the engine 51 in the height direction and the orthographic projection of the transmission gear set 93 in the height direction being spaced apart and not overlapping.

[0202] This can also be understood as the frontal projection of the engine 51 from top to bottom and the frontal projection of the transmission gear set 93 being spaced apart and not overlapping.

[0203] In some optional embodiments, the transmission gear set 93 is located between the output shaft 92 and the input shaft 91. The transmission gear set 93 includes a meshing planetary gear carrier, a sun gear 931, and an external gear ring 934. The sun gear 931 is fixedly connected to the input shaft 91, and the planetary gear carrier is fixedly connected to the output shaft 92. The transmission gear set 93 also includes a locking member that cooperates with the external gear ring 934. The locking member is located on the side of the external gear ring 934 away from the engine 51, and the locking member 935 is fixedly connected to the lower bracket 13 via an adapter. The fixed connection of the locking member 935 to the lower bracket 13 via the adapter ensures a stable positional relationship between the locking member 935 and the external gear ring 934, so that the locking member 935 can stably lock the external gear ring 934.

[0204] In some alternative embodiments, the planetary gear carrier includes a plurality of planet gears 932 and a planet carrier 933, the planet gears 932 being located between and meshing with the outer gear ring 934 and the sun gear 931, and the planet carrier 933 being pivotally connected to the plurality of planet gears 932, the planet carrier 933 being used to support the planet gears 932, and the planet carrier 933 being connected to the output shaft 92.

[0205] In some alternative embodiments, please refer to Figure 16 The second motor 61 is located above the engine 51, and a portion of the second motor 61 is located behind the engine 51. This can be understood as the orthographic projection of the second motor 61 in the height direction overlapping with the orthographic projection of the engine 51 in the height direction. This arrangement makes full use of the accommodating space 17, which is beneficial for the miniaturization of the two-wheeled vehicle.

[0206] In some alternative embodiments, the second motor 61 is located above the transmission gear set 93, and a portion of the second motor 61 is located in front of the transmission gear set 93. This can be understood as the orthographic projection of the second motor 61 in the height direction overlapping with the orthographic projection of the transmission gear set 93 in the height direction. This arrangement makes full use of the accommodating space 17, which is beneficial for miniaturizing the two-wheeled vehicle.

[0207] In some alternative embodiments, please refer to Figure 15In the width direction of the two-wheeled vehicle, the first motor 52 is located on one side of the second motor 61, that is, the first motor 52 is located on the left or right side of the second motor 61. In the width direction of the two-wheeled vehicle, the first transmission member 80 is located on one side of the second motor 61, and the first transmission member 80 and the first motor 52 are respectively located on opposite sides of the second motor 61.

[0208] In some alternative embodiments, engine 51 includes crankcase 512, with a first motor 52 located on one side of crankcase 512 in the width direction of the two-wheeled vehicle, and a first transmission member 80 located on the side of crankcase 512 opposite to the first motor 52. A second motor 61 is located above crankcase 512.

[0209] In some alternative embodiments, please refer to Figure 11 A reference plane X is defined perpendicular to the length of the two-wheeled vehicle. Reference plane X passes through the lowest point of the upper bracket 12. The second motor 61 and the second transmission component 90 are located behind reference plane X. Positioning the second motor 61 and the second transmission component 90 behind reference plane X avoids placing too many structural components at that location, which is beneficial for forming a curved beam scooter. Simultaneously, it allows the upper bracket 12 to protect the second motor 61 and the second transmission component 90, reducing interference from other structures and ensuring stable operation of the second motor 61 and the second transmission component 90.

[0210] In some alternative embodiments, please refer to Figure 14 The engine 51 includes a cylinder head 514 and a crankcase 512. The cylinder head 514 is located in front of the crankcase 512. When viewed along the length of the two-wheeled vehicle, the crankcase 512, the cylinder head 514, and the second transmission component 90 at least partially overlap. This arrangement makes full use of the accommodating space 17, which is conducive to the miniaturization of the powertrain 40 and a more rational distribution of structural components.

[0211] In some alternative embodiments, please refer to Figure 14 The engine 51 also includes a cylinder block 513 and a cylinder head 514. The cylinder block 513 is located on the side of the crankcase 512 away from the second transmission member 90, that is, the cylinder block 513 is located on the front side of the crankcase 512 and is connected to the crankcase 512. The cylinder head 514 is located on the side of the cylinder block 513 away from the crankcase 512 and is connected to the cylinder block 513.

[0212] In some alternative embodiments, please refer to Figure 14 The engine 51 also includes an intake manifold 515, which is connected to the cylinder block 513 or cylinder head 514 for allowing gas to flow into the engine 51. The intake manifold 515 is located on the upper side of the cylinder block 513 or cylinder head 514.

[0213] To prevent too many impurities from entering the engine 51, the air intake port 516 of the intake pipe 515 is connected to an air filter to filter the air entering the engine 51. The air filter is located on the side of the second motor 61 opposite to the second transmission member 90.

[0214] In some alternative embodiments, please refer to Figure 11 The powertrain 40 also includes an air filter assembly 41, i.e., an air filter. The air filter assembly 41 is connected to the cylinder head 514 via a pipe, i.e., through the intake pipe 515. The air filter assembly 41 is at least partially located in front of the cylinder head 514. By positioning the air filter assembly 41 at least partially in front of the cylinder head 514, the second motor 61 will not affect the air intake of the air filter assembly, ensuring smooth air intake for the cylinder head 514, while also making full use of the space within the accommodating space 17.

[0215] Optionally, the air filter assembly can be fixedly connected to the upper bracket 12, or to the lower bracket 13, or to both the upper bracket 12 and the lower bracket 13 simultaneously, to ensure that the air filter assembly is stably fixed on the vehicle frame 10.

[0216] exist Figure 11 In the specific embodiment shown, the air inlet 516 of the air intake pipe 515 faces the second motor 61, and a part of the air filter assembly 41 is located between the second motor 61 and the air intake pipe 515.

[0217] Of course, in some other embodiments, the air inlet 516 of the air intake pipe 515 faces the side away from the second motor 61, and the air filter assembly 41 is located on the side of the air intake pipe 515 away from the second motor 61.

[0218] In some alternative embodiments, please refer to Figure 15 The central axis of the crankshaft 511 of the engine 51 is defined as the first axis L1, and the central axis of the rotating shaft of the second motor 61 is defined as the second axis L2. When the powertrain 40 is fixedly connected to the frame 10, the second axis L2 is located behind the first axis L1.

[0219] It should be noted that the rotation axis of the crankshaft 511 of the engine 51 is defined as the first straight line L1, where the first straight line L1 refers to the first axis L1, that is, the first straight line L1 is the first axis L1. The rotation axis of the rotor of the second motor 61 is defined as the third straight line L2, where the third straight line L2 is the second axis L2.

[0220] In some alternative embodiments, please refer to Figure 15 The center axis of the output shaft 92 is defined as the third axis L3. When the powertrain 40 is fixedly connected to the frame 10, the third axis L3 is located behind the second axis L2.

[0221] It should be noted that the rotation axis of the second transmission component 90 is defined as the second straight line L3, where the aforementioned second straight line L3 refers to the third axis L3, that is, the second straight line L3 is the third axis L3.

[0222] In some alternative embodiments, the first straight line L1 and the second straight line L3 are parallel. This arrangement ensures high transmission efficiency and reduces power loss, while allowing for various transmission structures between the engine 51 and the second transmission component 90, such as gears, chains, and CVTs. Furthermore, this arrangement optimizes the layout of the engine 51 and the second transmission component 90, resulting in a more compact powertrain 40 structure and saving space.

[0223] In some alternative embodiments, please refer to Figure 16 The plane containing the first axis L1 and the third axis L3 is defined as the first plane A, and the plane passing through the second axis L2 and parallel to the first plane A is defined as the second plane B. The air inlet 516 of the air intake pipe 515 is located between the first plane A and the second plane B.

[0224] It should be noted that an installation plane A is defined, and the first straight line L1 and the second straight line L3 are both located on the installation plane A. The installation plane A mentioned above refers to the first plane A, that is, the installation plane A is the first plane A.

[0225] In some alternative embodiments, when viewed along a direction perpendicular to the mounting plane A, the second motor 61 and the second transmission member 90 at least partially overlap. This can also be understood as, when viewed along the height of the two-wheeled vehicle, the second motor 61 and the second transmission member 90 at least partially overlap. This arrangement allows for a more compact spatial layout of the second motor 61 and the second transmission member 90 while ensuring stable torque or energy transmission from the powertrain 40, thus improving space utilization.

[0226] In some alternative embodiments, the third straight line L2 is parallel to the second straight line L3. This arrangement ensures high transmission efficiency and reduces power loss, while allowing for various transmission structures between the second motor 61 and the second transmission component 90, such as gears, chains, and belts. Furthermore, this arrangement optimizes the layout of the second motor 61 and the second transmission component 90, resulting in a more compact and space-saving powertrain 40 structure.

[0227] In some alternative embodiments, when viewed along a direction perpendicular to the mounting plane A, the third straight line L2 is located between the first straight line L1 and the second straight line L3. This arrangement places a portion of the second motor 61 directly above the empty space between the engine 51 and the second transmission member 90, resulting in a more compact layout of the powertrain 40 and improved space utilization.

[0228] In some alternative embodiments, please refer to Figure 16 The engine 51 includes a cylinder head 514, which at least partially passes through the mounting plane A. This arrangement ensures that the crankcase 512, cylinder block 513, cylinder head 514, and transmission mechanism 70 of the engine 51 are all located on the mounting plane A, resulting in a compact layout of structural components, which effectively reduces the space occupied and improves space utilization.

[0229] In some alternative embodiments, the cylinder head 514 is located below the second plane B.

[0230] In some alternative embodiments, the first drive mechanism 50 is located below the second plane B.

[0231] In some alternative embodiments, the two-wheeled vehicle is a motorcycle. Alternatively, the two-wheeled vehicle is a scooter.

[0232] Obviously, the embodiments described above are merely some, not all, embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort should fall within the scope of protection of the present invention.

[0233] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0234] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0235] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A two-wheeled vehicle, characterized in that, include: The frame includes a head tube, an upper bracket, and a lower bracket. The front ends of the upper bracket and the lower bracket are fixedly connected to the head tube. The lower bracket is at least partially located below the upper bracket and forms an accommodating space with the upper bracket. A powertrain, at least partially located within the accommodating space; the powertrain includes an engine, a first motor, a second motor, and a transmission mechanism, wherein the first motor is located on one side of the engine and connected to the engine, the second motor is located above the engine and the transmission mechanism, and the second motor and the engine are respectively connected to the transmission mechanism in a transmission manner; A wheel, the wheel including a rear wheel for driving, the powertrain being connected to the rear wheel drive; The vehicle frame also includes a mounting bracket, which includes a first mounting bracket and a second mounting bracket. The first mounting bracket is located between the lower bracket and the transmission mechanism and is connected to the lower bracket and the transmission mechanism respectively. The second mounting bracket is located above the engine and the transmission mechanism and is connected to the engine, the second motor and the transmission mechanism respectively.

2. The two-wheeled vehicle according to claim 1, characterized in that, The lower bracket also includes a support frame extending along the width direction, and the lower end of the engine is fixedly connected to the support frame.

3. The two-wheeled vehicle according to claim 2, characterized in that, One end of the first mounting bracket is fixedly connected to the support frame, and the other end of the first mounting bracket is movably connected to the transmission mechanism via a bearing.

4. The two-wheeled vehicle according to claim 1, characterized in that, The second mounting bracket is fixedly connected to the second motor and the engine respectively, and the second mounting bracket is also movably connected to the transmission mechanism through bearings.

5. The two-wheeled vehicle according to claim 1, characterized in that, The transmission mechanism includes a first transmission component and a second transmission component. The second transmission component is located behind the engine, and the first transmission component is located on the side of the engine away from the first motor. The first transmission component is connected to both the engine and the second transmission component in a transmission manner. When viewed along the width direction of the two-wheeled vehicle, the first transmission component overlaps at least partially with both the engine and the second transmission component.

6. The two-wheeled vehicle according to claim 5, characterized in that, The second transmission component includes an input shaft, an output shaft, and a transmission gear set. The transmission gear set is located between the output shaft and the input shaft. The transmission gear set includes a planetary gear carrier, a sun gear, and an external gear ring that mesh with each other. The sun gear is fixedly connected to the input shaft, and the planetary gear carrier is fixedly connected to the output shaft. The transmission gear set also includes a locking member that cooperates with the external gear ring. The locking member is located on the side of the external gear ring away from the engine, and the locking member is fixedly connected to the lower bracket via an adapter.

7. The two-wheeled vehicle according to claim 5, characterized in that, Define a reference plane X perpendicular to the length direction of the two-wheeled vehicle. The reference plane X passes through the lowest point of the upper support. The second motor and the second transmission component are located behind the reference plane X.

8. The two-wheeled vehicle according to claim 5, characterized in that, The engine includes a cylinder head and a crankcase, with the cylinder head located in front of the crankcase. When viewed along the length of the two-wheeled vehicle, the crankcase, the cylinder head, and the second transmission component at least partially overlap.

9. The two-wheeled vehicle according to claim 5, characterized in that, Viewed along the height of the two-wheeled vehicle, the rotation axis of the second motor is located between the engine and the second transmission component.

10. The two-wheeled vehicle according to claim 8, characterized in that, The powertrain also includes an air filter assembly, which is connected to the cylinder head via a pipe. The air filter assembly is located at least partially in front of the cylinder head and is fixedly connected to the upper bracket and / or lower support.

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