Power assembly and vehicle

Abstract

The utility model provides a power assembly and a vehicle. The power assembly comprises an input shaft, an output shaft, a planetary gear train and a first motor. A planetary gear train is arranged on the input shaft, and the input shaft and the output shaft are connected through a force transmission assembly. A containing space is formed in a rotor of the first motor, the planetary gear train is located in the containing space, and the rotor is in transmission connection with the planetary gear train. According to the power assembly, the containing space is formed in the rotor of the first motor, and the planetary gear train is arranged in the containing space, so that the space occupied by the power assembly in the axial direction of the input shaft can be effectively saved, the overall structure of the power assembly is more compact, the axial occupied space is small, and the power assembly can be conveniently arranged on a vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power systems, and particularly relates to a power assembly. The utility model also relates to a vehicle provided with the above-mentioned power assembly. Background Art

[0002] The power drive system on a vehicle is used to provide power for the vehicle, and it mainly consists of two major parts: a power source and a power transmission component (i.e., a transmission system). Among them, the power source can be, for example, an engine and / or an electric motor. When the power source is an engine, the vehicle is a fuel vehicle; when the power source is an engine and an electric motor, the vehicle is a hybrid vehicle; and when the power source is an electric motor, the vehicle is an electric vehicle.

[0003] The transmission is one of the most important components in the automotive driveline. Its main function is to change the transmission ratio, expand the change range of the driving wheel torque and speed, so as to meet the traction requirements under different driving conditions, enable the engine to work under favorable conditions as much as possible, and meet the needs of the vehicle for forward driving, reverse driving, parking, and special conditions (such as towing or driving on a slope).

[0004] In the existing transmission structures, different gear pairs are used to achieve different gears, and there is also a planetary gear train integrated in the transmission. Because the planetary gear train has high transmission efficiency, the meshing points of the planetary gears are distributed on the entire gear, and it can withstand greater torque, thereby reducing transmission losses, which helps to improve the power performance and fuel economy of the vehicle. However, the existing transmissions equipped with a planetary gear train occupy a large space, are not convenient to be arranged on the vehicle, and there is still room for optimization in their structures. Summary of the Utility Model

[0005] In view of this, the utility model aims to propose a power assembly that can save axial occupied space and is convenient to be arranged on the vehicle.

[0006] To achieve the above object, the technical solution of the utility model is realized as follows:

[0007] A power assembly includes an input shaft, an output shaft, a planetary gear train, and a first electric motor;

[0008] The planetary gear train is provided on the input shaft, and the input shaft and the output shaft are connected by a force transmission component;

[0009] A receiving space is formed inside the rotor of the first electric motor, the planetary gear train is located inside the receiving space, and the rotor is in transmission connection with the planetary gear train.

[0010] Further, the input shaft includes a first half shaft and a second half shaft; the sun gear of the planetary gear train is sleeved on the first half shaft in an idle manner, the ring gear of the planetary gear train is connected to the second half shaft, and the planet carrier of the planetary gear train is connected to the first half shaft; the rotor is connected to the sun gear, and the force transmission component is arranged between the second half shaft and the output shaft.

[0011] Further, a first hollow shaft is sleeved on the first half shaft, and one end of the first hollow shaft is connected to the sun gear; a first meshing gear is arranged on the first half shaft, and a second meshing gear is arranged on the housing of the power assembly, and the second meshing gear is sleeved on the first hollow shaft in an idle manner; a first synchronizer is arranged at one end of the first hollow shaft away from the sun gear, the first synchronizer can selectively connect the first meshing gear, and the first synchronizer can selectively connect the second meshing gear.

[0012] Further, a second hollow shaft is sleeved on the second half shaft, and the second hollow shaft is connected to the rotor; a third meshing gear is arranged on the second half shaft, and a fourth meshing gear is arranged on the housing of the power assembly, and the fourth meshing gear is sleeved on the second hollow shaft in an idle manner; a second synchronizer is arranged on the second hollow shaft, the second synchronizer can selectively connect the third meshing gear, and the second synchronizer can selectively connect the fourth meshing gear.

[0013] Further, the force transmission component includes an intermediate shaft connected to the second half shaft, a driving gear arranged on the intermediate shaft, and a driven gear arranged on the output shaft, and the driving gear and the driven gear are meshed and connected; the axial centerlines of the intermediate shaft and the second half shaft coincide; an output gear for outputting power is arranged on the output shaft, and the output gear is arranged closer to the first half shaft than the driven gear.

[0014] Further, a first clutch is arranged between the intermediate shaft and the second half shaft, and the first clutch is used to control the selective engagement and connection between the intermediate shaft and the second half shaft.

[0015] Further, the motor gear is sleeved on the power output shaft of the second motor, and a third synchronizer is arranged on the power output shaft of the second motor, and the third synchronizer selectively connects the motor gear.

[0016] Further, an engine is further included, and the power output end of the engine is connected to the first half shaft.

[0017] Compared with the prior art, the utility model has the following advantages:

[0018] For the powertrain of the present utility model, by providing an accommodation space inside the rotor of the first motor and arranging the planetary gear train within the accommodation space, the space occupied by the powertrain along the axial direction of the input shaft can be effectively saved, making the overall structure of the powertrain more compact, with less axial space occupation, and facilitating the layout on the vehicle.

[0019] In addition, by making the input shaft include a first half shaft and a second half shaft, it is convenient to arrange the planetary gear train. Connect the rotor to the sun gear so that the power of the first motor can be transmitted to the sun gear. Arrange the power transmission component between the second half shaft and the output shaft, and the power on the planetary gear train can be transmitted from the second half shaft to the output shaft through the power transmission component, making the overall layout more convenient. Set a first hollow shaft on the first half shaft, and a first synchronizer, a first meshing gear and a second meshing gear. The first synchronizer can selectively connect the first meshing gear to make the sun gear and the planet carrier reach the same speed. The first synchronizer can also be connected to the second meshing gear to brake the sun gear and make the speed of the sun gear zero. When the power is transmitted from the first half shaft to the second half shaft through the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the powertrain and facilitating gear shifting.

[0020] Secondly, set a second hollow shaft on the second half shaft, and a second synchronizer, a third meshing gear and a fourth meshing gear. The second synchronizer can selectively connect the third meshing gear to make the sun gear and the ring gear reach the same speed. The second synchronizer can also be connected to the fourth meshing gear to brake the sun gear and make the speed of the sun gear zero. When the power is transmitted from the first half shaft to the second half shaft through the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the powertrain and facilitating gear shifting. Make the power transmission component include an intermediate shaft, a driving gear and a driven gear, and set an output gear on the output shaft to facilitate the power output on the output shaft, for example, facilitating the power on the output shaft to be output to the differential.

[0021] Furthermore, set a first clutch between the intermediate shaft and the second half shaft, which can conveniently control the on-off of the power between the intermediate shaft and the second half shaft. The two can rotate synchronously or separately, which is beneficial to realizing more driving modes. Set a driving gear on the intermediate shaft and a driven gear on the output shaft, with a simple structure. Set a second motor, and the power of the second motor can be transmitted to the output shaft to facilitate providing sufficient power. In the powertrain with the first clutch, when the first clutch is disengaged, the second motor can output power alone, making the powertrain have a pure electric drive mode. During the process of the engine charging the first motor and during the process of the first motor starting the engine, there is no need to back-drag the second motor, which is beneficial to better saving energy.

[0022] The gear of the motor is loosely mounted on the power output shaft of the second motor, and a third synchronizer is arranged on the power output shaft. The third synchronizer is connected to the motor gear, so that the power of the second motor can be transmitted to the output shaft to participate in the driving process of the vehicle. In a powertrain without a first clutch, the third synchronizer can be used to disconnect the motor gear. No matter the engine charges the first motor or the first motor is used as the starting motor of the engine, there is no need to reversely drag the second motor, which can reduce drag loss, facilitate better energy saving, and help improve the efficiency of the powertrain.

[0023] Secondly, by setting the engine, the power output end of the engine is connected to the first half shaft, including direct connection and connection through the second clutch. When the first half shaft and the power output end of the engine are directly connected, the power of the engine can be directly transmitted to the first half shaft. This structure without the need to set the second clutch has a good beneficial effect of reducing weight and reducing costs. The second clutch is set between the first half shaft and the power output end of the engine, so that the power between the first half shaft and the power output end of the engine can be connected or disconnected as needed, which is convenient for switching gears.

[0024] In addition, the engine and the first motor are provided at the same time, and the aforementioned first clutch is provided. When the first clutch is disconnected, the engine can work to charge the first motor, which is beneficial to saving energy. The first motor can also be used as a starting motor for the engine, eliminating the need for a starting motor separately matched for the engine, saving costs. At the same time, the engine and the first motor can also output power together, so that the power transmission component has a hybrid drive mode.

[0025] Another object of the utility model is to provide a vehicle, which includes the powertrain as described above, and the powertrain is transmission-connected to one drive axle of the vehicle; the vehicle also includes a third motor, and the power output end of the third motor is transmission-connected to another drive axle of the vehicle.

[0026] The vehicle described in the utility model can effectively save the space occupied by the power assembly in the axial direction of the input shaft by adopting the above-mentioned power assembly, which is convenient for arranging the power assembly on the vehicle, thereby making the structure of the whole vehicle more compact. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0028] Figure 1 This is a schematic diagram of the first structure of the power assembly described in the first embodiment of the utility model;

[0029] Figure 2 The second structural schematic diagram of the powertrain according to the first embodiment of the present invention;

[0030] Figure 3 The third structural schematic diagram of the powertrain according to the first embodiment of the present invention;

[0031] Explanation of reference numerals:

[0032] 1. Input shaft; 3. First hollow shaft; 4. Second meshing gear; 5. Second hollow shaft; 6. Output shaft; 7. First synchronizer; 8. Intermediate shaft; 9. Fourth meshing gear; 10. Second synchronizer; 11. First clutch; 12. Third synchronizer; 13. Second clutch;

[0033] 101. First half shaft; 1011. First meshing gear;

[0034] 102. Second half shaft; 1021. Third meshing gear;

[0035] 201. Sun gear; 202. Ring gear; 203. Planet carrier; 204. Planet gear;

[0036] 601. Driven gear; 602. Output gear;

[0037] 801. Driving gear;

[0038] 111. Engine; 222. First motor; 333. Second motor; 444. Differential;

[0039] 22201. Rotor; 33301. Motor gear. Detailed implementation manners

[0040] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other.

[0041] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "back", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention 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 therefore should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0042] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "linkage", and "connector" 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 a direct connection or an indirect connection through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with specific situations.

[0043] The present utility model will be described in detail below with reference to the drawings and in conjunction with embodiments.

[0044] Embodiment 1

[0045] This embodiment relates to a powertrain, the overall structure of which is compact, can effectively save the occupied space of the powertrain in the axial direction of the input shaft, and is convenient for its layout on the vehicle.

[0046] In terms of the overall structure, as Figures 1 to 3 shown, the powertrain of this embodiment includes an input shaft 1, an output shaft 6, a planetary gear train, and a first motor 222. Among them, a planetary gear train is provided on the input shaft 1, and the input shaft 1 and the output shaft 6 are connected through a force transmission component. A receiving space is formed inside the rotor 22201 of the first motor 222, the planetary gear train is located inside the receiving space, and the rotor 22201 is in transmission connection with the planetary gear train.

[0047] In the above structure, by providing a receiving space inside the rotor 22201 of the first motor 222 and arranging the planetary gear train inside the receiving space, the occupied space of the powertrain in the axial direction of the input shaft 1 can be effectively saved, making the overall structure of the powertrain more compact, with less axial occupied space and being convenient for layout on the vehicle.

[0048] Based on the above overall structure, as a preferred embodiment, in this embodiment, see Figure 1 shown, the input shaft 1 includes a first half shaft 101 and a second half shaft 102. The sun gear 201 of the planetary gear train is sleeved on the first half shaft 101, the ring gear 202 of the planetary gear train is connected to the second half shaft 102, and the planet carrier 203 of the planetary gear train is connected to the first half shaft 101. The rotor 22201 of the first motor 222 is connected to the sun gear 201, and the force transmission component is arranged between the second half shaft 102 and the output shaft 6.

[0049] At this time, it is set that the input shaft 1 includes a first half shaft 101 and a second half shaft 102, which can facilitate the arrangement of the planetary gear train. The rotor 22201 is connected to the sun gear 201, so that the power of the first motor 222 can be transmitted to the sun gear 201. A force transmission component is arranged between the second half shaft 102 and the output shaft 6, and the power on the planetary gear train can be transmitted from the second half shaft 102 to the output shaft 6 through the force transmission component, making the overall arrangement more convenient.

[0050] The powertrain of this embodiment further includes an engine 111, and the power output end of the engine 111 is connected to the first half shaft 101. It should be noted that the power output end of the engine 111 and the first half shaft 101 can be directly connected. In addition to this, a second clutch 13 can also be arranged between the power output end of the engine 111 and the first half shaft 101 to control the on-off of the power output from the engine 111 to the first half shaft 101.

[0051] As a feasible implementation manner, the power output end of the engine 111 is directly connected to the first half shaft 101, as Figure 1 and Figure 2 shown. With such a setting, the power of the engine 11 can be directly transmitted to the first half shaft 101, which has a better effect of reducing weight and cost compared with the structure provided with the second clutch 13.

[0052] Of course, as another feasible implementation manner, a second clutch 13 can also be arranged between the power output end of the engine 111 and the first half shaft 101, as Figure 3 shown. At this time, the setting of the second clutch 13 enables the power between the first half shaft 101 and the power output end of the engine 111 to be combined or disconnected as needed, facilitating the shifting of gears.

[0053] Continuing to refer to Figure 1 and Figure 2 , as one of the further preferred implementation manners, in this embodiment, a first hollow shaft 3 is sleeved on the first half shaft 101, and one end of the first hollow shaft 3 is connected to the sun gear 201. A first meshing gear 1011 is fixedly arranged on the first half shaft 101, and a second meshing gear 4 is arranged on the housing of the powertrain. The second meshing gear 4 is sleeved on the first hollow shaft 3. And, a first synchronizer 7 is arranged at the end of the first hollow shaft 3 far from the sun gear 201. The first synchronizer 7 can selectively connect the first meshing gear 1011, and the first synchronizer 7 can selectively connect the second meshing gear 4.

[0054] By arranging a first hollow shaft 3 on the first half shaft 101, as well as a first synchronizer 7, a first meshing gear 1011 and a second meshing gear 4, the first synchronizer 7 can selectively connect the first meshing gear 1011 to make the sun gear 201 and the planet carrier 203 reach the same rotational speed. The first synchronizer 7 can also be connected to the second meshing gear 4 to brake the sun gear 201 and make the rotational speed of the sun gear 201 zero. At this time, when the power is transmitted from the first half shaft 101 to the second half shaft 102 via the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the power assembly and facilitating gear shifting.

[0055] For the power assembly of this embodiment, through the structure of combining the first synchronizer 7 with the planetary gear train, the engine 111 can charge the first motor 222 while driving the vehicle, and the power split mode can be realized. By the action of the first synchronizer 7, the gear shifting is conveniently realized and it is relatively convenient to use. The first motor 222 can also jointly drive the vehicle with the engine 111 to realize the hybrid mode, which is applied to the vehicle and is beneficial to improving the power performance of the vehicle.

[0056] As another further preferred embodiment, in this embodiment, as Figure 3 shown, a second hollow shaft 5 is sleeved on the second half shaft 102, and the second hollow shaft 5 is connected to the rotor 22201. Moreover, a third meshing gear 1021 is fixedly arranged on the second half shaft 102, and a fourth meshing gear 9 is arranged on the housing of the power assembly. The fourth meshing gear 9 is sleeved on the second hollow shaft 5 in an idle state. At the same time, a second synchronizer 10 is also arranged on the second hollow shaft 5. The second synchronizer 10 can selectively connect the third meshing gear 1021, and the second synchronizer 10 can selectively connect the fourth meshing gear 9.

[0057] At this time, by arranging the second hollow shaft 5 on the second half shaft 102 and arranging the second synchronizer 10, the third meshing gear 1021 and the fourth meshing gear 9, using the connection between the second synchronizer 10 and the third meshing gear 1021, the sun gear 201 and the ring gear 202 can also reach the same rotational speed. Using the connection between the second synchronizer 10 and the fourth meshing gear 9, the sun gear 201 can also be braked to make the rotational speed of the sun gear 201 zero, so that when the power is transmitted from the first half shaft 101 to the second half shaft 102 via the planetary gear train, two gears can be realized, which is beneficial to increasing the gear modes of the power assembly and facilitating gear shifting.

[0058] In this embodiment, the force transmission component, as a preferred embodiment, the force transmission component includes an intermediate shaft 8 connected to the second half shaft 102, a driving gear 801 provided on the intermediate shaft 8, and a driven gear 601 provided on the output shaft 6. The driving gear 801 and the driven gear 601 are meshed and connected. Among them, the axial centerlines of the intermediate shaft 8 and the second half shaft 102 coincide. And, an output gear 602 for outputting power is provided on the output shaft 6, and the output gear 602 is arranged closer to the first half shaft 101 relative to the driven gear 601.

[0059] By making the force transmission component include an intermediate shaft, a driving gear 801 and a driven gear 601, and arranging an output gear 602 on the output shaft 6, the power output on the output shaft 6 can be facilitated, for example, facilitating the power on the output shaft 6 to be output to the differential 444.

[0060] Moreover, in the specific arrangement, the intermediate shaft 8 and the second half shaft 102 are coaxially arranged, which is beneficial to saving radial space. The driving gear 801 is fixedly connected to the intermediate shaft 8, the driven gear 601 and the output gear 602 are fixedly connected to both ends of the output shaft 6, and the output gear 602 is arranged closer to the first half shaft 101 relative to the driven gear 601. At this time, the differential 444 connected to the output gear 602 can be arranged on the same side as the following engine 111, which is also beneficial to saving the axial occupied space of the input shaft.

[0061] On the basis of the coaxial arrangement of the intermediate shaft 8 and the second half shaft 102, in this embodiment, as Figure 1 and Figure 2 shown, a first clutch 11 is also provided between the intermediate shaft 8 and the second half shaft 102. The first clutch 11 is used to control the selective engagement connection between the intermediate shaft 8 and the second half shaft 102. The setting of the first clutch 11 can facilitate the control of the on-off of the power between the intermediate shaft 8 and the second half shaft 102. The two can rotate synchronously or can rotate separately, which is beneficial to realizing more driving modes. The driving gear 801 is arranged on the intermediate shaft 8, and the driven gear 601 is arranged on the output shaft 6. Its structure is simple and convenient for design and implementation.

[0062] It should be noted that in this embodiment, in addition to setting the first clutch 11 between the intermediate shaft 8 and the second half shaft 102, the intermediate shaft 8 and the second half shaft 102 can also be directly connected. At this time, the two shafts can share one shaft, or can be processed separately and then connected together.

[0063] When there is no first clutch 11, the driving gear 801 and the driven gear 601 in the force transmission component can be sleeved on the corresponding shaft bodies in addition to being fixedly arranged on the corresponding shaft bodies. Taking the driven gear 601 being sleeved on the output shaft 6 as an example, a synchronizer should be arranged on the output shaft 6 at this time to selectively connect the driven gear 601 so as to realize the power transmission between the shaft bodies.

[0064] As a preferred embodiment, as Figure 1 and Figure 2 shown, the powertrain of this embodiment further includes a second motor 333, and the power output shaft of the second motor 333 is connected to the output shaft 6. A motor gear 33301 is provided on the power output shaft of the second motor 333, and the motor gear 33301 is meshed and connected with a driven gear 601.

[0065] At this time, the provided second motor 333 can transfer the power of the second motor 333 to the output shaft 6, which is convenient for providing sufficient power. In the powertrain having the first clutch 11, when the first clutch 11 is disengaged, the second motor 333 can output power alone, so that the powertrain has a pure electric drive mode, and during the process of the engine 111 charging the first motor 222 and during the process of the first motor 222 starting the engine 111, it is not necessary to back-drag the second motor 333, which is beneficial to better energy conservation.

[0066] It is worth mentioning that in addition to drivingly connecting the power output shaft of the second motor 333 to the output shaft 6 so that the power of the second motor 333 can be transferred to the output shaft 6, the power output shaft of the second motor 333 can also be drivingly connected to the intermediate shaft 8, that is, the motor gear 33301 is meshed and connected with a driving gear 801, so that the power of the second motor 333 is first transferred to the intermediate shaft 8 and then transferred to the output shaft 6 through the driving gear 801 and the driven gear 601.

[0067] As one of the feasible embodiments, as Figure 1 shown, the motor gear 33301 is fixedly connected to the power output shaft of the second motor 333. In addition, it can also be like Figure 2 that, the motor gear 33301 is sleeved on the power output shaft of the second motor 333, and a third synchronizer 12 is also provided on the power output shaft of the second motor 333, and the third synchronizer 12 selectively connects the motor gear 33301.

[0068] At this time, by connecting the third synchronizer 12 to the motor gear 33301, the power of the second motor 333 can be transferred to the output shaft 6 to participate in the vehicle driving process. Moreover, in the powertrain without the first clutch 11, by disconnecting the third synchronizer 12 from the motor gear 33301, whether the engine 111 charges the first motor 222 or the first motor 222 is used as the starting motor of the engine 111, it is not necessary to back-drag the second motor 333, which is beneficial to better energy conservation.

[0069] As Figure 1 and Figure 2The power drive mechanism shown has achievable drive modes as shown in Table 1.

[0070] Table 1:

[0071] Mode First synchronizer First clutch Engine First motor Second motor Pure electric Medium Disconnect × × √ Series Left Disconnect √ √ √ Power split Medium Engage √ √ ○ Direct drive 1 Left Engage √ ○ ○ Direct drive 2 Right Engage √ × ○

[0072] It should be noted here that the first column in Table 1 is the driving modes that can be achieved by the powertrain, from top to bottom, they are pure electric mode, series mode, power split mode, the first direct drive mode and the second direct drive mode.

[0073] The second column in Table 1 represents Figure 1 and Figure 2 In the state shown, the connection position of the first synchronizer 7 is shown in the following table: "middle" means that the first synchronizer 7 is neither connected to the first meshing gear 1011 nor to the second meshing gear 4; "left" means that the first synchronizer 7 is connected to the first meshing gear 1011; and "right" means that the first synchronizer 7 is connected to the second meshing gear 4. Figure 1 and Figure 2 The first clutch 11 is in an engaged or disengaged state in the illustrated state.

[0074] In the fourth to sixth columns of Table 1, “√” represents that the corresponding power source is in the started state, “×” represents that the corresponding power source is in the shut-down state, and “○” represents that the corresponding power source can be in both the started state and the shut-down state.

[0075] like Figure 3 The driving modes that can be realized by the powertrain are shown in Table 2.

[0076] Table 2:

[0077]

[0078] It should be noted that in Table 2 Figure 3 Taking the example that the power output end of the power assembly is drivingly connected to the front axle of the four-wheel drive vehicle and the rear axle of the four-wheel drive vehicle is drivingly connected to the third motor, the achievable driving modes are introduced.

[0079] It is understandable that Figure 3 The power output end of the powertrain shown can also be connected to the rear axle of the four-wheel drive vehicle. In this case, the front axle of the four-wheel drive vehicle can be connected to the third motor. This can also achieve the above-mentioned driving mode. Figure 3 The powertrain shown can also be arranged on the axle of a front-wheel drive or rear-wheel drive vehicle. Figure 1 and Figure 2 The drive train shown can also be connected to one of the axles of the vehicle.

[0080] Since the vehicle needs a large torque at the moment of starting, the above powertrain can adopt the pure electric mode to start when the vehicle starts, and the quick start with increased torque is smooth. When it is necessary to exit the pure electric mode, the first synchronizer 7 is hung to the left, and the engine 111 can be started by the first motor 222 to smoothly enter the series mode. When the first synchronizer 7 returns to the middle position, the second clutch 13 is engaged to enter the power split mode. In the series mode or power split mode, you only need to adjust the second clutch 13 or the first synchronizer 7 to enter the direct drive mode.

[0081] The powertrain of this embodiment can effectively save the space occupied by the powertrain in the axial direction of the input shaft by arranging the planetary gear train in the accommodation space formed in the rotor 22201 of the first motor 222, making the overall structure of the powertrain more compact and occupying less space in the axial direction, which is convenient for the arrangement of the powertrain on the vehicle. It can realize pure electric, series, power split, direct drive, energy recovery and other modes, and there are many achievable modes, which is convenient for the driver to choose.

[0082] Embodiment 2

[0083] This embodiment relates to a vehicle, which includes the powertrain of the first embodiment, the powertrain is in driving connection with one of the drive axles of the vehicle, and the vehicle also includes a third motor, the power output end of the third motor is in driving connection with another drive axle of the vehicle. In this case, the arrangement of the powertrain and the third motor can realize the real-time four-wheel drive mode of the vehicle.

[0084] It should be noted that the drive axle mentioned above can be any drive axle of the vehicle. It should also be noted that the third motor can be a generator or an electric motor. Taking the vehicle as a four-wheel drive vehicle as an example, when the powertrain of embodiment 1 is drive-connected to the front drive axle, for example, when the output shaft 6 of the powertrain is drive-connected to the front differential of the front drive axle, the power output end of the third motor is drive-connected to the rear drive axle of the vehicle. The drive connection can be directly connected or can be drive-connected to the rear drive axle through a power transmission component such as a gear train. The specific drive connection method can refer to the structure in the prior art.

[0085] It should be understood that in other types of vehicles, the power output end of the third motor can also be connected to the front drive axle of the vehicle, while the power assembly of the first embodiment is connected to the rear drive axle. It should also be noted that the third motor can also be a hub motor, and its installation method can refer to the prior art.

[0086] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A powertrain, characterized in that: It includes an input shaft (1), an output shaft (6), a planetary gear train and a first motor (222); The planetary gear train is arranged on the input shaft (1), and the input shaft (1) and the output shaft (6) are connected via a force transmission component; An accommodation space is formed in the rotor (22201) of the first motor (222), the planetary gear train is located in the accommodation space, and the rotor (22201) is transmission-connected to the planetary gear train.

2. The powertrain according to claim 1, characterized in that: The input shaft (1) comprises a first half shaft (101) and a second half shaft (102); The sun gear (201) of the planetary gear train is loosely mounted on the first half shaft (101), the ring gear (202) of the planetary gear train is connected to the second half shaft (102), and the planet carrier (203) of the planetary gear train is connected to the first half shaft (101); The rotor (22201) is connected to the sun gear (201), and the force transmission component is arranged between the second half shaft (102) and the output shaft (6).

3. The powertrain according to claim 2, characterized in that: A first hollow shaft (3) is sleeved on the first half shaft (101), and one end of the first hollow shaft (3) is connected to the sun gear (201); The first half shaft (101) is provided with a first meshing gear (1011), the housing of the power assembly is provided with a second meshing gear (4), and the second meshing gear (4) is loosely sleeved on the first hollow shaft (3); A first synchronizer (7) is provided at one end of the first hollow shaft (3) away from the sun gear (201), and the first synchronizer (7) can be selectively connected to the first meshing gear (1011), and the first synchronizer (7) can be selectively connected to the second meshing gear (4).

4. The powertrain according to claim 2, characterized in that: A second hollow shaft (5) is sleeved on the second half shaft (102), and the second hollow shaft (5) is connected to the rotor (22201); The second half shaft (102) is provided with a third meshing gear (1021), the housing of the power assembly is provided with a fourth meshing gear (9), and the fourth meshing gear (9) is loosely sleeved on the second hollow shaft (5); The second hollow shaft (5) is provided with a second synchronizer (10), and the second synchronizer (10) can be selectively connected to the third meshing gear (1021), and the second synchronizer (10) can be selectively connected to the fourth meshing gear (9).

5. The powertrain according to claim 2, characterized in that: The force transmission assembly comprises an intermediate shaft (8) connected to the second half shaft (102), a driving gear (801) arranged on the intermediate shaft (8) and a driven gear (601) arranged on the output shaft (6), wherein the driving gear (801) and the driven gear (601) are meshed and connected; The intermediate shaft (8) and the axial centerline of the second half shaft (102) coincide with each other; An output gear (602) for outputting power is provided on the output shaft (6), and the output gear (602) is arranged close to the first half shaft (101) relative to the driven gear (601).

6. The powertrain according to claim 5, characterized in that: A first clutch (11) is provided between the intermediate shaft (8) and the second half shaft (102), and the first clutch (11) is used to control the selective engagement and connection between the intermediate shaft (8) and the second half shaft (102).

7. The powertrain according to claim 5, characterized in that: It also includes a second motor (333), wherein a power output shaft of the second motor (333) is connected to the output shaft (6); A motor gear (33301) is provided on the power output shaft of the second motor (333), and the motor gear (33301) is meshed and connected with the driven gear (601).

8. The powertrain according to claim 7, characterized in that: The motor gear (33301) is loosely mounted on the power output shaft of the second motor (333), and a third synchronizer (12) is provided on the power output shaft of the second motor (333), and the third synchronizer (12) is selectively connected to the motor gear (33301).

9. The power assembly according to any one of claims 2 to 8, characterized in that: It also includes an engine (111), wherein a power output end of the engine (111) is connected to the first half shaft (101).

10. A vehicle, characterized in that: The vehicle comprises a powertrain according to any one of claims 1 to 9, wherein the powertrain is drivingly connected to one of the drive axles of the vehicle; The vehicle also includes a third motor, and a power output end of the third motor is drivingly connected to another drive axle of the vehicle.

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