Power driving system and vehicle

Abstract

The utility model discloses a power driving system and a vehicle, and the power driving system comprises an engine which is connected with a crankshaft; the input shaft and the crankshaft are oppositely distributed in the axial direction, and the input shaft is connected with an input gear; the first driving motor comprises a first motor stator and a first motor rotor, the first motor stator and the first motor rotor are oppositely distributed in the axial direction, and the first motor rotor is connected between the crankshaft and the input shaft; the first transmission shaft is in power connection with the input gear, and the first transmission shaft is provided with a first output gear in power connection with the differential mechanism. According to the power driving system, the transverse occupied space of the whole power driving system on the whole vehicle can be reduced, the arrangement on the whole vehicle is simpler, the matching degree of the first driving motor and the engine is improved, the oil-electricity conversion efficiency is improved, meanwhile, the integration efficiency of the engine and the first driving motor is improved, the structure is simplified, and the cost is reduced. And the weight and the cost are greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, in particular to a power drive system and a vehicle with the power drive system. Background Art

[0002] At present, with the increasing maturity of automotive electrification technology and industry, the sales proportion of hybrid vehicles has gradually increased. Among various hybrid special transmissions, the generator is mainly a radial motor. The radial motor has a high speed, and the high-efficiency area is mainly in the high-speed range, while the engine operating speed area is concentrated in the low-speed range, and there is a mismatch problem between the two.

[0003] To solve the above problems, the common practice is to directly connect the generator and the engine. However, the matching degree of the engine speed-torque characteristics and the generator speed-torque characteristics is poor, which will lead to a reduction in system efficiency; there is also a method of adjusting the speed by adding a gear ratio between the engine and the generator, but this brings problems such as torque reduction, gear transmission efficiency loss, as well as the resulting increase in gear parts, space layout problems, and cost increase. Summary of the Utility Model

[0004] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, the utility model provides a power drive system. The power drive system can reduce the lateral occupied space of the whole power drive system on the vehicle, making the layout on the vehicle simpler, and improving the matching degree between the first drive motor and the engine, thereby improving the oil-electric conversion efficiency. At the same time, the integration efficiency of the engine and the first drive motor is improved, the structure is simplified, and the weight and cost are greatly reduced.

[0005] The power drive system according to an embodiment of the utility model includes: an engine, the engine is connected with a crankshaft; an input shaft, the input shaft and the crankshaft are axially relatively distributed, the input shaft is connected with an input gear; a first drive motor, the first drive motor includes a first motor stator and a first motor rotor, the first motor stator and the first motor rotor are axially relatively distributed, and the first motor rotor is connected between the crankshaft and the input shaft; a first transmission shaft, the first transmission shaft is power-connected with the input gear, and the first transmission shaft is provided with a first output gear power-connected with a differential.

[0006] According to the power drive system of the embodiments of the present utility model, by providing an engine and a first drive motor, the power drive system can flexibly adjust the power output, thereby improving the vehicle energy efficiency. By arranging the first motor stator and the first motor rotor of the first drive motor to be axially opposite to each other, the axial space occupied by the first drive motor can be reduced, and further the lateral space occupied by the entire power drive system on the vehicle can be reduced, the layout on the vehicle is simpler, and the matching degree between the first drive motor and the engine is improved, the oil-electric conversion efficiency is increased. At the same time, the integration efficiency of the engine and the first drive motor is improved, there is no need to provide a speed regulating gear set, the structure is simplified, and the weight and cost are greatly reduced.

[0007] According to the power drive system of some embodiments of the present utility model, the power drive system further includes a vibration damping structure, and the vibration damping structure is provided at the input end or the output end of the first motor rotor.

[0008] According to the power drive system of some embodiments of the present utility model, the crankshaft is axially fixedly connected to the first motor rotor, and the vibration damping structure is provided between the first motor rotor and the input shaft.

[0009] According to the power drive system of some embodiments of the present utility model, the input shaft is axially fixedly connected to the first motor rotor, and the vibration damping structure is provided between the first motor rotor and the crankshaft.

[0010] According to the power drive system of some embodiments of the present utility model, the crankshaft includes a first crankshaft section and a second crankshaft section, the first crankshaft section is connected to the engine, and the second crankshaft section, the first motor rotor and the input shaft are axially fixedly connected in sequence; wherein, the vibration damping structure is provided between the first crankshaft section and the second crankshaft section.

[0011] According to the power drive system of some embodiments of the present utility model, the input shaft includes a first input shaft section and a second input shaft section, the crankshaft, the first motor rotor and the first input shaft section are axially fixedly connected in sequence, and the second input shaft section is connected with an input gear; wherein, the vibration damping structure is provided between the first input shaft section and the second input shaft section.

[0012] According to the power drive system of some embodiments of the present utility model, the power drive system further includes a second drive motor, the second drive motor further includes a second motor stator and a second motor rotor, the second motor stator is located outside the second motor rotor, the second motor rotor is provided with a motor shaft, and the motor shaft is connected with a motor gear, and the motor gear is power-connected to the differential.

[0013] According to the power drive system of some embodiments of the present utility model, a first transmission gear coaxially distributed with the first output gear is provided on the first transmission shaft, and both the motor gear and the input gear are meshed and driven with the first transmission gear; alternatively, a second transmission shaft is further included, a second transmission gear and a second output gear are provided on the second transmission shaft, the second transmission gear is meshed with the motor gear, and the second output gear is power-connected to the differential.

[0014] According to the power drive system of some embodiments of the present utility model, the input shaft, the first transmission shaft and the half shaft of the wheel are parallelly spaced apart in the front-rear direction.

[0015] The present utility model also proposes a vehicle.

[0016] The vehicle according to the embodiment of the present utility model is provided with the power drive system described in any one of the above.

[0017] The advantages of the vehicle and the power drive system over the prior art are the same and will not be elaborated here.

[0018] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become apparent from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0019] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a schematic structural diagram of the power drive system according to the embodiment of the present utility model Figure 1 ;

[0021] Figure 2 is a schematic structural diagram of the power drive system according to the embodiment of the present utility model Figure 2 ;

[0022] Figure 3 is a schematic structural diagram of the power drive system according to the embodiment of the present utility model Figure 3 ;

[0023] Figure 4 is a schematic structural diagram of the power drive system according to the embodiment of the present utility model Figure 4 ;

[0024] Figure 5 is a schematic structural diagram of the power drive system according to the embodiment of the present utility model Figure 5 .

[0025] Reference Signs:

[0026] Power drive system 100,

[0027] Engine 1, crankshaft 12, first crankshaft section 121, second crankshaft section 122, input shaft 2, input gear 21, first input shaft section 22, second input shaft section 23, first drive motor 3, first motor stator 31, first motor rotor 32, first transmission shaft 4, first output gear 41, first transmission gear 42, second transmission shaft 5, second transmission gear 51, second output gear 52, vibration damping structure 6, second drive motor 7, second motor stator 71, second motor rotor 72, motor shaft 73, motor gear 74, differential 81, wheel half shaft 82, wheel 83, clutch 84. Detailed implementation manners

[0028] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation of the present utility model.

[0029] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more.

[0030] In the description of the present utility model, it should be noted that, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0031] Unless otherwise specified, the front-rear direction in this application is the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction is the transverse direction of the vehicle, i.e., the Y direction; and the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

[0032] Reference is made below to Figures 1 - 5 describe a power drive system 100 according to an embodiment of the present invention. The power drive system 100 can reduce the lateral occupied space of the entire power drive system 100 on the vehicle, making the layout on the vehicle simpler, and improving the matching degree between the first drive motor 3 and the engine 1, thereby improving the oil-electric conversion efficiency. At the same time, the integration efficiency of the engine 1 and the first drive motor 3 is enhanced, the structure is simplified, and the weight and cost are greatly reduced.

[0033] As Figures 1 - 5 shown, a power drive system 100 according to an embodiment of the present invention includes: an engine 1, an input shaft 2, a first drive motor 3, and a first transmission shaft 4.

[0034] The engine 1 is connected to a crankshaft 12, that is, the engine 1 is connected to the crankshaft 12 through a connecting rod mechanism or the like, so that the engine 1 can transmit power to the crankshaft 12 and drive the crankshaft 12 to rotate.

[0035] The input shaft 2 and the crankshaft 12 are axially distributed relative to each other. The input shaft 2 is connected with an input gear 21. That is to say, the input shaft 2 and the crankshaft 12 are located on the same axis for facilitating power transmission. The input gear 21 is also connected to the input shaft 2 and can rotate synchronously with the input shaft 2 to further realize power transmission.

[0036] Further, the first drive motor 3 includes a first motor stator 31 and a first motor rotor 32. The first motor stator 31 and the first motor rotor 32 are axially distributed relative to each other. The first motor rotor 32 is connected between the crankshaft 12 and the input shaft 2.

[0037] Specifically, the first drive motor 3 is used for power transmission between the crankshaft 12 and the input shaft 2, that is, it can affect the rotation of the crankshaft 12 and the input shaft 2, and provide additional power or auxiliary power for the system. Among them, the first motor stator 31 and the first motor rotor 32 are axially distributed relative to each other, that is, the first drive motor 3 can be configured as an axial motor. The first motor stator 31 is located axially outside the first motor rotor 32. In this way, the magnetic flux of the first motor rotor 32 passes through the central axis of the first motor rotor 32, which can realize the axial propagation of the magnetic field, improve the power density and torque density of the motor. The magnetic flux direction of the first motor stator 31 is axially distributed and matches the magnetic field direction of the first motor rotor 32. Thus, the magnetic field direction of the first drive motor 3 is axially distributed, with low speed and high efficiency. It can convert more input electrical energy into mechanical energy, and has a larger radial dimension and a smaller axial dimension. It can not only improve the dimensional matching degree with the engine 1, but also reduce the volume and weight of the first drive motor 3, reduce the occupation of the axial space of the power drive system 100, that is, effectively shorten the axial dimension of the power drive system 100, improve the structural compactness, and further reduce the lateral occupation space of the power drive system 100 on the whole vehicle, making the vehicle layout simpler. Moreover, the torque, speed, and efficiency characteristics of the first drive motor 3 match better with those of the engine 1, and the oil-electric conversion efficiency is higher, which can save the energy of the whole vehicle and improve the economy. At the same time, the integration efficiency of the engine 1 and the first drive motor 3 is also improved. There is no need to set up a debugging gear set, reducing the number of parts, simplifying the structure, and greatly reducing the weight and cost.

[0038] And by connecting both ends of the first motor rotor 32 to the crankshaft 12 and the input shaft 2 respectively, the input shaft 2 can receive the power transmitted from the crankshaft 12, and by adjusting the output of the first drive motor 3, precise control of the entire power drive system 100 can be achieved. The first drive motor 3 can also be used as the auxiliary power of the engine 1 to reduce the load of the engine 1, thereby increasing its service life.

[0039] Furthermore, the first transmission shaft 4 is power-connected to the input gear 21, and the first transmission shaft 4 is provided with a first output gear 41 that is power-connected to the differential 81.

[0040] Specifically, the first transmission shaft 4 is used for power transmission. The power of the input shaft 2 is transmitted to the first transmission shaft 4 through the input gear 21, that is, when the input gear 21 rotates, it can drive the first transmission shaft 4 to rotate. When the first transmission shaft 4 rotates, it can drive the first output gear 41 to rotate, thereby finally transmitting the power to the differential 81 to drive the wheel 83 to rotate and drive the vehicle to travel.

[0041] According to the power drive system 100 of the embodiments of the present utility model, by setting the engine 1 and the first drive motor 3, the power drive system 100 can flexibly adjust the power output, thereby improving the vehicle energy efficiency. By arranging the first motor stator 31 and the first motor rotor 32 of the first drive motor 3 to be axially relatively distributed, the axial space occupied by the first drive motor 3 can be reduced, and further the lateral space occupied by the entire power drive system 100 on the vehicle can be reduced. The layout on the vehicle is simpler, and the matching degree between the first drive motor 3 and the engine 1 is improved, and the oil-electric conversion efficiency is increased. At the same time, the integration efficiency of the engine 1 and the first drive motor 3 is improved. There is no need to set a speed regulating gear set, the structure is simplified, and the weight and cost are greatly reduced.

[0042] In some embodiments, the power drive system 100 further includes a vibration damping structure 6, and the vibration damping structure 6 is provided at the input end or the output end of the first motor rotor 32.

[0043] That is, the vibration damping structure 6 is arranged on the input end or the output end of the first motor rotor 32, and can be integrally arranged or separately arranged with the first drive motor 3. The vibration damping structure 6 can absorb vibration to reduce the vibration transmission of the first motor rotor 32, thereby reducing noise, improving the riding comfort of passengers, and protecting other components in the power drive system 100 from being affected by vibration, extending its service life, improving the stability of the entire power drive system 100, and ensuring its smooth operation.

[0044] In actual design, the vibration damping structure 6 can be set as a shock absorber, a rubber vibration damping pad, etc. to achieve effective isolation and absorption of vibration.

[0045] In some embodiments, the crankshaft 12 is axially fixedly connected to the first motor rotor 32, and a vibration damping structure 6 is provided between the first motor rotor 32 and the input shaft 2.

[0046] Specifically, as Figure 1 shown, the crankshaft 12 is axially fixedly connected to the first motor rotor 32. As shown in the left-right direction in the figure, the crankshaft 12 is fixedly connected to the right side of the first motor rotor 32, the input shaft 2 is connected to the left side of the first motor rotor 32, and the vibration damping structure 6 is arranged between the left end (i.e., the output end) of the first motor rotor 32 and the right end of the input shaft 2 and is integrally arranged inside the first drive motor 3. In this way, the occupied space of the vibration damping structure 6 can be reduced, the structural compactness of the power drive system 100 can be improved, and vibration can be better absorbed. Arranged between the first motor rotor 32 and the input shaft 2, it can prevent the vibration generated during the operation of the first drive motor 3 from being transmitted to other components such as the input shaft 2 and the input gear 21, thereby reducing the influence of vibration on the subsequent transmission, enabling the input shaft 2, etc. to rotate smoothly, and reducing the generation of noise.

[0047] In some embodiments, the input shaft 2 is fixedly connected to the first motor rotor 32 along the axial direction, and a vibration damping structure 6 is provided between the first motor rotor 32 and the crankshaft 12.

[0048] Specifically, as Figure 2 shown, the input shaft 2 is fixedly connected to the first motor rotor 32 along the axial direction. As shown in the left-right direction in the figure, the input shaft 2 is fixedly connected to the left side of the first motor rotor 32, so that the power and torque of the first drive motor 3 can be efficiently transmitted to the input shaft 2, thereby driving the entire power drive system 100. The crankshaft 12 is connected to the right side of the first motor rotor 32. The vibration damping structure 6 is arranged between the right end (i.e., the input end) of the first motor rotor 32 and the left end of the crankshaft 12 and is integrally arranged inside the first drive motor 3. In this way, the occupied space of the vibration damping structure 6 can be reduced, the structural compactness of the power drive system 100 can be improved, and vibrations can be better absorbed. Being arranged between the first motor rotor 32 and the crankshaft 12 can prevent the vibrations generated during the operation of the first drive motor 3 from being transmitted to components such as the crankshaft 12, thereby reducing the impact on the crankshaft 12 and other components.

[0049] In some embodiments, the crankshaft 12 includes a first crankshaft section 121 and a second crankshaft section 122. The first crankshaft section 121 is connected to the engine 1, and the second crankshaft section 122, the first motor rotor 32, and the input shaft 2 are fixedly connected axially in sequence. Among them, a vibration damping structure 6 is provided between the first crankshaft section 121 and the second crankshaft section 122.

[0050] Specifically, as Figure 3 shown, the crankshaft 12 includes a first crankshaft section 121 and a second crankshaft section 122. As shown in the left-right direction in the figure, the first crankshaft section 121 is the right crankshaft 12 section, and the second crankshaft section 122 is the left crankshaft 12 section. The first crankshaft section 121 is connected to the engine 1, and the second crankshaft section 122, the first motor rotor 32, and the input shaft 2 are fixedly connected in sequence from right to left. In this way, efficient power transmission can be ensured. Among them, the vibration damping structure 6 is arranged between the first crankshaft section 121 and the second crankshaft section 122, that is, the vibration damping structure 6 is separated from the first drive motor 3. In this way, the vibration damping structure 6 can absorb and isolate the vibrations that may be generated by the first crankshaft section 121 and prevent these vibrations from being transmitted to the second crankshaft section 122, the first motor rotor 32, and the input shaft 2, thereby protecting these components from vibration damage. At the same time, it can also absorb and isolate the vibrations that may be generated by the second crankshaft section 122, that is, it can prevent the vibrations generated by the first motor rotor 32 from being transmitted to the first crankshaft section 121 and the engine 1.

[0051] Thus, by disposing the vibration damping structure 6 between the first crankshaft segment 121 and the second crankshaft segment 122, vibrations that may occur between different segments of the crankshaft 12 and between the crankshaft 12 and the first drive motor 3 and the engine 1 can be effectively controlled, thereby improving the stability and reliability of the power drive system 100.

[0052] In some embodiments, the input shaft 2 includes a first input shaft segment 22 and a second input shaft segment 23. The crankshaft 12, the first motor rotor 32, and the first input shaft segment 22 are sequentially axially fixedly connected, and the second input shaft segment 23 is connected with an input gear 21. Among them, a vibration damping structure 6 is provided between the first input shaft segment 22 and the second input shaft segment 23.

[0053] Specifically, as Figure 4 shown, the input shaft 2 includes a first input shaft segment 22 and a second input shaft segment 23. As shown in the left - right direction in the figure, the first input shaft segment 22 is the right - hand shaft segment, and the second input shaft segment 23 is the left - hand shaft segment. The crankshaft 12, the first motor rotor 32, and the first input shaft segment 22 are axially fixedly connected in sequence from right to left. The second input shaft segment 23 is connected with an input gear 21. In this way, efficient power transmission and the continuity and stability of power transmission are ensured. Among them, the vibration damping structure 6 is disposed between the first input shaft segment 22 and the second input shaft segment 23. With such a setting, vibrations generated by the first drive motor 3 can be prevented from being transmitted to the second input shaft segment 23 and the connected input gear 21. At the same time, vibrations that may occur on the second input shaft segment 23 can also be prevented from being transmitted to the first input shaft segment 22, thereby improving the stability and reliability of the entire power drive system 100.

[0054] In some embodiments, the power drive system 100 further includes a second drive motor 7. The second drive motor 7 further includes a second motor stator 71 and a second motor rotor 72. The second motor stator 71 is located outside the second motor rotor 72. The second motor rotor 72 is provided with a motor shaft 73, and the motor shaft 73 is connected with a motor gear 74. The motor gear 74 is in power connection with the differential 81.

[0055] Specifically, as Figures 1 - 5As shown, the power drive system 100 is provided with a second drive motor 7. The second drive motor 7 includes a second motor stator 71 and a second motor rotor 72. When the second drive motor 7 operates, the second motor stator 71 remains stationary. After being energized, it generates a magnetic field, which interacts with the rotating magnetic field generated by the second motor rotor 72, thereby driving the second motor rotor 72 to rotate. Furthermore, the rotation of the second motor rotor 72 can drive the motor shaft 73 to rotate. Among them, the motor shaft 73 is also connected with a motor gear 74. The motor gear 74 can rotate synchronously with the motor shaft 73. The motor gear 74 is power-connected to the differential 81, that is, when the motor gear 74 rotates, it can transmit power to the differential 81, so that the half shafts 82 of both sides rotate at different speeds to meet the different speed requirements of the inner and outer wheels 83 when the vehicle turns.

[0056] In some embodiments, the first transmission shaft 4 is provided with a first transmission gear 42 coaxially distributed with the first output gear 41. Both the motor gear 74 and the input gear 21 are in meshing transmission with the first transmission gear 42.

[0057] Specifically, as Figures 1 - 4 shown, the first transmission shaft 4 is provided with a first transmission gear 42, and the first transmission gear 42 is coaxially arranged with the first output gear 41. In this way, when the first transmission shaft 4 rotates, it can drive the first transmission gear 42 and the first output gear 41 to rotate synchronously. And the first transmission gear 42 is simultaneously meshed with the input gear 21 and the motor gear 74. Thus, when the input gear 21 rotates, it can drive the engaged first transmission gear 42 to rotate. When the motor gear 74 rotates, it can also drive the engaged first transmission gear 42 to rotate, and transmit the power of the first transmission shaft 4 to the differential 81 through the first output gear 41, thereby realizing multi-directional power transmission. The power from the second drive motor 7 and the power from the input shaft 2 can be transmitted to the differential 81 through the first transmission shaft 4.

[0058] Alternatively, the power drive system 100 further includes a second transmission shaft 5. The second transmission shaft 5 is provided with a second transmission gear 51 and a second output gear 52. The second transmission gear 51 is meshed with the motor gear 74, and the second output gear 52 is power-connected to the differential 81.

[0059] Specifically, as Figure 5As shown, the power drive system 100 is provided with a second transmission shaft 5. The second transmission shaft 5 is provided with a second transmission gear 51 and a second output gear 52. In this way, when the second transmission shaft 5 rotates, it can drive the second transmission gear 51 and the second output gear 52 to rotate synchronously. Moreover, the second transmission gear 51 meshes with the motor gear 74, and the second output gear 52 is power-connected to the differential 81. Thus, when the motor gear 74 rotates, it can drive the meshing second transmission gear 51 to rotate. At the same time, the second output gear 52 rotates synchronously with the second transmission gear 51 and transmits the power to the differential 81, thereby realizing the power transmission from the second drive motor 7 to the differential 81.

[0060] In some embodiments, the input shaft 2, the first transmission shaft 4, and the half shafts 82 of the wheels 83 are parallel and spaced apart in the front-rear direction.

[0061] Specifically, as Figures 1 - 5 shown, the power drive system 100 is provided with an input shaft 2, a first transmission shaft 4, and the half shafts 82 of the wheels 83. As shown in the up-down direction in the figure, the input shaft 2, the first transmission shaft 4, and the half shafts 82 of the wheels 83 are parallel and spaced apart in the front-rear direction, that is, the up-down direction in the figure. Among them, the input shaft 2 is located in the front, the half shafts 82 of the wheels 83 are located in the rear, and the first transmission shaft 4 is located between the input shaft 2 and the half shafts 82 of the wheels 83.

[0062] With such a setting, the input shaft 2, the first transmission shaft 4, and the half shafts 82 of the wheels 83 are reasonably distributed and spaced apart by a certain distance to avoid interference during operation, which may affect power transmission and generate noise, etc. Moreover, the space under the vehicle chassis is effectively utilized, improving the space utilization rate, making the structure compact, reducing energy loss during power transmission, improving the transmission efficiency, and facilitating maintenance.

[0063] In some embodiments, the power drive system 100 further includes a clutch 84. As Figure 1 shown, the clutch 84 is arranged between the input gear 21 and the first drive motor 3. That is, the power transmission and power disconnection between the input gear 21 and the first drive motor 3 can be realized by the closing and opening of the clutch 84, so that more power transmission modes can be achieved.

[0064] Specifically, when the clutch 84 is closed, the vehicle is driven by the second drive motor 7. When the clutch 84 is opened, the vehicle is driven jointly by the engine 1, the first drive motor 3, and the second drive motor 7.

[0065] The present utility model also proposes a vehicle.

[0066] A vehicle according to an embodiment of the present invention is provided with the power drive system 100 of any one of the above embodiments. Among them, by providing the engine 1 and the first drive motor 3, the power drive system 100 can flexibly adjust the power output, thereby improving the vehicle energy efficiency. By arranging the first motor stator 31 and the first motor rotor 32 of the first drive motor 3 axially opposite to each other, the axial space occupied by the first drive motor 3 can be reduced, and further the lateral space occupied by the entire power drive system 100 on the vehicle can be reduced. The layout on the vehicle is simpler, and the matching degree between the first drive motor 3 and the engine 1 is improved, and the oil-electric conversion efficiency is improved. At the same time, the integration efficiency of the engine 1 and the first drive motor 3 is improved. There is no need to provide a speed regulation gear set, the structure is simplified, and the weight and cost are greatly reduced.

[0067] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0068] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power drive system, characterized in that: include: an engine, wherein the engine is connected to a crankshaft; An input shaft, the input shaft and the crankshaft are axially arranged relative to each other, and the input shaft is connected with an input gear; a first drive motor, the first drive motor comprising a first motor stator and a first motor rotor, the first motor stator and the first motor rotor being axially oppositely distributed, and the first motor rotor being connected between the crankshaft and the input shaft; A first transmission shaft is connected to the input gear in power, and the first transmission shaft is provided with a first output gear connected to the differential in power.

2. The power drive system according to claim 1, characterized in that: It also includes a vibration reduction structure, and the input end or the output end of the first motor rotor is provided with the vibration reduction structure.

3. The power drive system according to claim 2, characterized in that: The crankshaft is fixedly connected to the first motor rotor along the axial direction, and the vibration reduction structure is arranged between the first motor rotor and the input shaft.

4. The power drive system according to claim 2, characterized in that: The input shaft is fixedly connected to the first motor rotor along the axial direction, and the vibration reduction structure is arranged between the first motor rotor and the crankshaft.

5. The power drive system according to claim 2, characterized in that: The crankshaft comprises a first crankshaft section and a second crankshaft section, the first crankshaft section is connected to the engine, and the second crankshaft section, the first motor rotor and the input shaft are axially fixedly connected in sequence; Wherein, the vibration reduction structure is arranged between the first crankshaft section and the second crankshaft section.

6. The power drive system according to claim 2, characterized in that: The input shaft comprises a first input shaft section and a second input shaft section, the crankshaft, the first motor rotor and the first input shaft section are axially fixedly connected in sequence, and the second input shaft section is connected to the input gear; Wherein, the vibration reduction structure is arranged between the first input shaft section and the second input shaft section.

7. The power drive system according to any one of claims 1 to 6, characterized in that: It also includes a second drive motor, which includes a second motor stator and a second motor rotor. The second motor stator is located outside the second motor rotor. The second motor rotor is provided with a motor shaft. The motor shaft is connected to a motor gear, and the motor gear is connected to the differential power.

8. The power drive system according to claim 7, characterized in that: The first transmission shaft is provided with a first transmission gear coaxially distributed with the first output gear, and the motor gear and the input gear are both meshed and transmitted with the first transmission gear; Alternatively, it further comprises a second transmission shaft, wherein the second transmission shaft is provided with a second transmission gear and a second output gear, the second transmission gear is meshed with the motor gear, and the second output gear is dynamically connected to the differential.

9. The power drive system according to any one of claims 1 to 6, characterized in that: The input shaft, the first transmission shaft and the wheel half shafts are spaced apart in parallel in a front-rear direction.

10. A vehicle, characterized in that: A power drive system according to any one of claims 1 to 9 is provided.

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