Power assembly and vehicle

Abstract

The power assembly comprises an engine, a motor, an input shaft, a transmission unit and an output shaft, the motor is in transmission connection with the input shaft, and / or the motor is in transmission connection with the output shaft, a first control device is arranged between the power output end of the engine and the input shaft, and a second control device is arranged between the power output end of the engine and the output shaft. Power on-off between the power output end of the engine and the input shaft is controlled; a second control device is arranged between the input shaft and the power input end of the transmission unit to control power on-off between the input shaft and the transmission unit, and the power output end of the transmission unit is in transmission connection with the output shaft. The power assembly provided by the utility model is convenient to arrange on a vehicle, realizes more driving modes, and is beneficial to improving the driving comfort.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power systems, and in particular to a powertrain. Background Art

[0002] Hybrid systems can improve vehicle fuel economy in a variety of ways. For example, the engine can be shut down during idling, deceleration, or braking, allowing the vehicle to operate in pure electric mode, eliminating efficiency losses due to engine drag. Furthermore, energy generated by regenerative braking or by the electric motor during engine operation and stored in the battery can be utilized in pure electric mode or supplement the engine's torque or power in hybrid mode.

[0003] Hybrid vehicles can be driven by combining at least two different power sources. Currently, most hybrid vehicles use a hybrid powertrain. However, the existing hybrid powertrain has a complex overall structure, is not convenient for deployment on the vehicle, has few achievable drive modes, and limits customer choices, resulting in reduced driving comfort. Utility Model Content

[0004] In view of this, the present invention aims to propose a powertrain that is convenient for arrangement on a vehicle and realizes more driving modes, thereby increasing driving comfort.

[0005] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0006] A powertrain includes an engine, a motor, an input shaft, a transmission unit, and an output shaft;

[0007] The motor is in driving connection with the input shaft; and / or the motor is in driving connection with the output shaft;

[0008] A first control device is provided between the power output end of the engine and the input shaft, and the first control device is used to control the power on and off between the power output end of the engine and the input shaft;

[0009] A second control device is provided between the input shaft and the power input end of the transmission unit, and the second control device is used to control the power on and off between the input shaft and the transmission unit;

[0010] The power output end of the transmission unit is in transmission connection with the output shaft.

[0011] Furthermore, the first control device is a bidirectional clutch; and / or,

[0012] The second control device is a one-way clutch.

[0013] Furthermore, the transmission unit includes a first planetary gear train and a second planetary gear train that are transmission-connected. The transmission unit is connected to the second control device via the first planetary gear train, and the transmission unit is connected to the output shaft via the second planetary gear train.

[0014] Furthermore, it also includes a first brake and a second brake;

[0015] The sun gear of the first planetary gear train constitutes the power input end of the transmission unit, and the planet carrier of the first planetary gear train and the ring gear of the second planetary gear train constitute the power output end of the transmission unit, at least one of which is in driving connection with the output shaft, and the ring gear of the first planetary gear train is in driving connection with the planet carrier of the second planetary gear train;

[0016] The first brake is used to brake the ring gear of the first planetary gear train;

[0017] The second brake is used to brake the sun gear of the second planetary gear train.

[0018] Furthermore, the sun gear of the second planetary gear train is loosely mounted on the output shaft.

[0019] Furthermore, the motor includes a first motor, and a power output end of the first motor is drivingly connected to the input shaft.

[0020] Furthermore, the motor includes a second motor, and a power output end of the second motor is transmission-connected to one end of the second control device connected to the power input end of the transmission unit.

[0021] Furthermore, the motor includes a second motor, and a power output end of the second motor is drivingly connected to the output shaft.

[0022] Compared with the prior art, the present invention has the following advantages:

[0023] The powertrain described in the present invention arranges a first control device at one end of the input shaft and a second control device between the input shaft and the power input end of the transmission unit, thereby conveniently controlling the power on and off between the power output end of the engine, the input shaft and the power input end of the transmission unit. The overall structure is simple and convenient for arrangement on a vehicle. The powertrain is convenient for arranging multiple motors, so that when in use, it can cooperate with the motor to facilitate the realization of more driving modes, thereby increasing the customer's range of choices and helping to increase driving comfort.

[0024] Secondly, the first control device uses a two-way clutch. When the engine's output power is transmitted to the input shaft, the two-way clutch can be controlled to enable the input shaft to rotate in both forward and reverse directions. This facilitates better coordination with the first motor or the second motor to achieve forward or reverse rotation, facilitating vehicle driving. The two-way one-way clutch can be made of existing standard components, resulting in low cost. The second control device uses a one-way clutch, which can also be made of existing standard components, resulting in low cost.

[0025] The transmission unit comprises a first planetary gear train and a second planetary gear train, facilitating a wide range of gear positions. The connection structure between the first and second planetary gear trains, along with the simultaneous placement of the first and second brakes, facilitates overall layout and a compact structure. The sun gear of the second planetary gear train is loosely mounted on the output shaft, further enhancing the overall compactness and space requirements, making it easier to install on a vehicle.

[0026] Furthermore, the first motor can be used as the engine's starter motor, eliminating the need for a separate starter motor for the engine. This allows for hybrid drive mode while reducing weight and saving costs. The first motor can be charged while the engine is operating, maximizing energy utilization. The first motor can also work in conjunction with the engine to achieve hybrid drive mode, which, when applied to a vehicle, can improve the vehicle's power performance. The first motor can also independently drive the vehicle, reducing overall fuel consumption. This dual-motor arrangement, in which the second motor is arranged at the same time as the first motor, simplifies the overall powertrain structure and reduces costs. The vehicle can be started purely electrically, resulting in superior starting performance. This dual-motor structure reduces the load on a single motor and helps extend motor life.

[0027] Another object of the present invention is to provide a vehicle equipped with the power assembly described above.

[0028] The vehicle described in the present invention, by adopting the above-mentioned power assembly, can realize a pure electric driving mode of the first motor, a pure electric driving mode of the second motor, a pure electric common driving mode of the first motor and the second motor, an engine direct drive mode, a first hybrid driving mode jointly driven by the engine and the first motor, a second hybrid driving mode jointly driven by the engine and the second motor, a third hybrid driving mode jointly driven by the engine, the first motor and the second motor, an energy recovery mode in which the input shaft drives the first motor and / or the second motor to charge, an engine power generation mode, etc., which can meet the long-distance driving needs of the vehicle. At the same time, the dual-motor structure can provide the vehicle with sufficient power performance after passing through the transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0030] Figure 1 This is a structural diagram of the powertrain described in Example 1 of the present utility model.

[0031] Description of reference numerals:

[0032] 1. Engine; 2. First control device; 3. First motor; 4. Second control device; 5. Second motor; 6. First brake; 7. First planetary gear train; 8. Second planetary gear train; 9. Second brake; 10. Input shaft; 11. Output shaft; 12. Power input end of the transmission unit;

[0033] 701, first planet carrier; 702, first planet gear; 703, first sun gear; 704, first ring gear; 801, second planet carrier; 802, second planet gear; 803, second sun gear; 804, second ring gear. DETAILED DESCRIPTION

[0034] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein can be combined with each other.

[0035] In the description of this utility model, it should be noted that the orientations or positional relationships shown in the accompanying drawings are merely for the purpose of facilitating the description of this utility model and simplifying the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they can refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on specific circumstances.

[0037] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0038] Example 1

[0039] This embodiment relates to a powertrain that is convenient for vehicle layout and can realize multiple driving modes, which is conducive to increasing driving comfort. Figure 1 As shown in , the power assembly of this embodiment includes an engine 1, a motor, an input shaft 10, a transmission unit and an output shaft 11, and the motor is in transmission connection with the input shaft 10.

[0040] It should be understood that, as another preferred embodiment, the motor can be connected to the output shaft 11 in a transmission manner. In addition, two motors can be provided, and the power output ends of the two motors can be connected to the input shaft 10 and the output shaft 11 in a transmission manner respectively.

[0041] A first control device 2 is provided between the power output end of the engine 1 and the input shaft 10 . The first control device 2 is used to control the power on / off between the power output end of the engine 1 and the input shaft 10 .

[0042] Furthermore, a second control device 4 is provided between the power input end 12 of the transmission unit and the input shaft 10 , and the second control device 4 is used to control the power on and off between the input shaft 10 and the transmission unit.

[0043] At this time, as set above, by arranging the first control device 2 at one end of the input shaft 10 and the second control device 4 at the other end, it is convenient to control the power on and off between the power output end of the engine 1, the input shaft and the transmission unit. The overall structure is simple and convenient to arrange on the vehicle. The power assembly is convenient for arranging multiple motors, so it can cooperate with the motor when in use to facilitate the realization of more driving modes, which can increase the customer's range of choices and help increase driving comfort.

[0044] Based on the above overall introduction, in this embodiment, as a preferred implementation form, refer to Figure 1 As shown in , the motor includes a first motor 3 , and a power output end of the first motor 3 is transmission-connected to the input shaft 10 .

[0045] The first motor 3 can serve as the starter motor for the engine 1, eliminating the need for a separate starter motor for the engine 1. This enables hybrid drive mode while reducing weight and saving costs. While the engine 1 is operating, the first motor 3 can be charged, effectively utilizing energy. The first motor 3 can also work with the engine 1 to achieve hybrid drive mode, improving vehicle performance. The first motor 3 can also independently drive the vehicle, reducing overall fuel consumption.

[0046] At the same time, in this embodiment, as a preferred implementation form, continue to refer to Figure 1As shown in , the motor includes a second motor 5, and the power output end of the second motor 5 is drivingly connected to one end of the second control device 4 connected to the power input end 12 of the transmission unit. Specifically, the power output end of the second motor 5 is connected to one end of the one-way clutch described below that is connected to the first sun gear 703. It should be understood that in other embodiments, one of the second motor 5 and the first motor 3 can be omitted.

[0047] Here, the dual-motor arrangement, along with the first motor 3 and the second motor 5, simplifies the overall powertrain structure and reduces costs. It enables pure electric starting of the vehicle, resulting in excellent starting performance. This dual-motor configuration reduces the load on a single motor, thereby extending its lifespan.

[0048] In addition, in this embodiment, as a preferred implementation form, the first control device 2 is a two-way clutch, so that when the power output by the engine 1 is transmitted to the input shaft 10, the two-way clutch can be controlled to make the input shaft 10 rotate forward and reverse, which is conducive to better cooperation with the first motor 3 or the second motor 5 to achieve forward or reverse rotation, and facilitate driving the vehicle. The two-way one-way clutch can use existing standard parts, which is relatively low in cost.

[0049] It should be noted that the two-way clutch in this embodiment may be a separation clutch or a wet clutch in the prior art.

[0050] Furthermore, in this embodiment, as a preferred implementation form, the second control device 4 is a one-way clutch.

[0051] It should be noted that the one-way clutch in this embodiment can also be replaced by other clutch structures. Furthermore, in other embodiments, the first control device 2 can be a one-way clutch, while the second control device 4 can be a two-way clutch. It should be understood that both the first control device 2 and the second control device 4 can employ two-way clutches, or both the first control device 2 and the second control device 4 can employ one-way clutches.

[0052] Furthermore, considering the need for convenient layout of the power assembly, in this embodiment, as a preferred implementation form, the power output end of the power unit is transmission-connected to the output shaft 11 to facilitate the overall layout.

[0053] Specifically, in this embodiment, as a preferred implementation form, the transmission unit includes a first planetary gear system 7 and a second planetary gear system 8 that are transmission-connected. The transmission unit is connected to the second control device 4 through the first planetary gear system 7, and the transmission unit is connected to the output shaft 11 through the second planetary gear system 8.

[0054] It is understood that the transmission unit includes the first planetary gear train 7 and the second planetary gear train 8, thereby facilitating the realization of more gears. In addition, the powertrain in this embodiment can also increase the number of planetary gear trains to achieve multiple gears.

[0055] And, as a preferred embodiment, Figure 1 As shown in , the powertrain of this embodiment further includes a first brake 6 and a second brake 9. Meanwhile, the hub of the sun gear of the first planetary gear train 7 constitutes the power input end 12 of the transmission unit. In other words, the second control device 4 is disposed between the input shaft 10 and the sun gear of the first planetary gear train 7. The second control device 4 is used to control the power on / off between the input shaft 10 and the sun gear of the first planetary gear train 7.

[0056] In this embodiment, the second control device 4 is a one-way clutch, which is used to control the power connection and disconnection between the input shaft 10 and the sun gear of the first planetary gear train 7 .

[0057] The planetary carrier of the first planetary gear train 7 and the second planetary gear train 8 form the power output end of the transmission unit. At least one of the two is in driving connection with the output shaft 11. The ring gear of the first planetary gear train 7 is in driving connection with the planetary carrier of the second planetary gear train 8. The first brake 6 is used to brake the ring gear of the first planetary gear train 7, and the second brake 9 is used to brake the sun gear of the second planetary gear train 8.

[0058] It should be noted that the planet carrier of the first planetary gear train 7 and the ring gear of the second planetary gear train 8 are both transmission-connected to the output shaft 11. In actual configuration, the planet carrier of the first planetary gear train 7 can be transmission-connected to the output shaft 11, or the ring gear of the second planetary gear train 8 can be transmission-connected to the output shaft 11. In this case, the planet carrier of the first planetary gear train 7 and the ring gear of the second planetary gear train 8 need to be connected together, thus achieving a structure in which both are transmission-connected to the output shaft 11. Alternatively, it is also feasible to have the planet carrier of the first planetary gear train 7 and the second planetary gear train 8 separately transmission-connected to the output shaft 11.

[0059] Here, the connection structure of the first planetary gear train 7 and the second planetary gear train 8 is provided, and the first brake 6 and the second brake 9 are arranged at the same time, which facilitates the overall arrangement and makes the overall structure compact.

[0060] In specific structures, such as Figure 1As shown in FIG, the first planetary gear train 7 includes a first planet carrier 701, a plurality of first planetary gears 702 provided on the first planet carrier 701, and a first sun gear 703 and a first ring gear 704 that are respectively meshed and connected with the plurality of first planetary gears 702. The second planetary gear train 8 includes a second planet carrier 801, a plurality of second planetary gears 802 provided on the second planet carrier 801, and a second sun gear 803 and a second ring gear 804 that are respectively meshed and connected with the plurality of second planetary gears 802.

[0061] In the specific structure, a transmission unit familiar to those skilled in the art, such as a gear pair in the prior art, can be set between the first planetary carrier 701 and the output shaft 11, and between the second ring gear 804 and the output shaft 11 as needed, so as to realize a structure in which the first planetary carrier 701 and the second ring gear 804 are both transmission-connected to the output shaft 11.

[0062] During specific implementation, the second brake 9 is opened and the first brake 6 is engaged, so that the first ring gear 704 can be braked. At this time, the first ring gear 704 is connected to the second planetary carrier 801, so that the second planetary carrier 801 can be braked. As a result, the power on the input shaft 10 is transmitted to the first sun gear 703, and is transmitted to the first planetary carrier 701 through the first planetary gear 702, and then transmitted to the output shaft 11.

[0063] Furthermore, by opening the first brake 6 and engaging the second brake 9, the second sun gear 803 can be braked. At this time, the power on the input shaft 10 is transmitted to the first sun gear 703, and is transmitted to the first planetary carrier 701 and the first ring gear 704 in sequence. The power on the first ring gear 704 can be transmitted to the second planetary carrier 801, and then transmitted to the second ring gear 804. It is coupled with the power on the first planetary carrier 701 and thus transmitted to the output shaft 11.

[0064] It should be noted that, in this embodiment, the transmission unit including the first planetary gear train 7 and the second planetary gear train 8 is only an exemplary implementation. In other implementations, the transmission unit may, for example, include one planetary gear train, three planetary gear trains, etc., that is, the number of planetary gear trains can be adjusted according to actual needs.

[0065] Furthermore, the structure of the transmission unit is not limited to comprising only a planetary gear train. For example, the transmission unit may include a planetary gear train and a gear pair, or other structures capable of transmitting force, or other structures known in the art. The number of gears achievable is not specifically limited in this embodiment. Furthermore, depending on the specific structure of the transmission unit, the powertrain may further include brakes, synchronizers, clutches, etc. as needed. The number of gears achievable is not specifically limited in this embodiment.

[0066] It should be noted that in other embodiments, the first sun gear 703 may be disposed on an intermediate shaft, for example, which constitutes the power input 12 of the transmission unit. The aforementioned second control device 4 is disposed between the input shaft 10 and the intermediate shaft, while the power output of the aforementioned second motor 5 is drivingly connected to the intermediate shaft. Preferably, the input shaft 10 and the intermediate shaft are coaxially arranged, making the overall structure more compact, occupying less space, and facilitating vehicle deployment.

[0067] In addition, in this embodiment, as a preferred implementation form, the sun gear of the second planetary gear train 8 is loosely mounted on the output shaft 11. Therefore, loosely mounting the sun gear of the second planetary gear train 8 on the output shaft 11 makes the overall structure more compact, occupies less space, and is convenient for placement on the vehicle.

[0068] It is understandable that, in other embodiments, a shaft body may be separately provided on the housing of the powertrain, so that the sun gear of the second planetary gear train 8 is loosely mounted on the shaft body.

[0069] The powertrain of this embodiment can realize a pure electric driving mode of the first motor 3, a pure electric driving mode of the second motor 5, a pure electric joint driving mode of the first motor 3 and the second motor 5, a direct driving mode of the engine 1, a first hybrid driving mode jointly driven by the engine 1 and the first motor 3, a second hybrid driving mode jointly driven by the engine 1 and the second motor 5, a third hybrid driving mode jointly driven by the engine 1, the first motor 3 and the second motor 5, an energy recovery mode in which the input shaft 10 drives the first motor 3 and / or the second motor 5 to charge, an engine 1 power generation mode, etc., which can meet the long-distance driving needs of the vehicle. At the same time, the dual-motor structure can provide sufficient power performance for the vehicle after passing through the transmission.

[0070] In the pure electric drive mode of the first motor 3, the first motor 3 is in operation, while the second motor 5 and the engine 1 are inoperative. The first motor 3 transmits power from the input shaft 10 to the power input terminal 12 of the transmission unit via the second control device 4. At this time, the first brake 6 is engaged and the second brake 9 is released, allowing power to be transmitted from the first sun gear 703 through the first planetary gears 702 to the first planetary carrier 701, and then to the output shaft 11.

[0071] In other embodiments, the second brake 9 is engaged and the first brake 6 is released. At this time, power can be transmitted from the first sun gear 703 to the first planetary carrier 701, and then to the first ring gear 704, and then to the second planetary carrier 801. After the power on the second planetary carrier 801 is transmitted to the second ring gear 804, the power on the first planetary carrier 701 is coupled with the power of the second ring gear 804 and then transmitted to the output shaft 11.

[0072] In the pure electric drive mode of the second motor 5, the second motor 5 is working, and the first motor 3 and the engine 1 are not working. At this time, after the second motor 5 transmits power to the first sun gear 703 through the second control device 4, the subsequent power transmission path can refer to the transmission path of the pure electric drive mode of the first motor 3 for transmission, which will not be repeated here.

[0073] In the pure electric joint drive mode of the first motor 3 and the second motor 5, the first motor 3 and the second motor 5 work at the same time, and the engine 1 does not work. At this time, the first motor 3 transmits power from the input shaft 10 to the power input end 12 of the transmission unit through the second control device 4, and after the power of the second motor 5 is transmitted to the second control device 4, it is coupled with the power of the first motor 3 and transmitted to the first sun gear 703. The subsequent transmission can refer to the transmission path of the pure electric drive mode of the first motor 3.

[0074] In the direct drive mode of engine 1, engine 1 is working, the first motor 3 and the second motor 5 are not working, and the engine 1 transmits power to the input shaft 10 through the first control device 2, and transmits power to the power input end 12 of the transmission unit through the second control device 4, and then transmits it to the first sun gear 703, and the subsequent power transmission path can be transmitted with reference to the transmission path of the pure electric drive mode of the first motor 3.

[0075] In the first hybrid drive mode driven jointly by the engine 1 and the first motor 3, the engine 1 and the first motor 3 are working, and the second motor 5 is not working. At this time, the engine 1 transmits power to the input shaft 10 through the first control device 2, and then transmits it to the second control device 4. After the second motor 5 transmits power to the second control device 4, it is coupled with the power transmitted by the engine 1 and transmitted to the power input end 12 of the transmission unit, and then transmitted to the first sun gear 703. The subsequent power transmission can refer to the transmission path of the pure electric drive mode of the first motor 3.

[0076] In the second hybrid drive mode, where engine 1 and second motor 5 are jointly driven, engine 1 and second motor 5 operate, while first motor 3 does not. At this point, engine 1 transmits power to input shaft 10 via first control device 2, which then transmits the power to power input terminal 12 of the transmission unit via second control device 4. Subsequently, after the power of second motor 5 is transmitted to second control device 4, it is coupled with the power transmitted by engine 1. This coupled power is then transmitted to first sun gear 703. Subsequent power transmission follows the same path as for first motor 3 in the pure electric drive mode.

[0077] In the third hybrid drive mode, in which the engine 1, first motor 3, and second motor 5 are jointly driven, the engine 1, first motor 3, and second motor 5 operate together. Engine 1 transmits power to the input shaft 10 via the first control device 2, and then transmits the power to the power input terminal 12 of the transmission unit via the second control device 4. Next, the power of the first motor 3 is transmitted to the power input terminal 12 of the transmission unit via the input shaft 10 and the second control device 4. Furthermore, after the power of the second motor 5 is transmitted to the power input terminal 12 of the transmission unit via the second control device 4, it is coupled with the power of the engine 1 and the power of the first motor 3 and transmitted to the first sun gear 703. Subsequent power transmission can be compared to the transmission path of the first motor 3 in the pure electric drive mode.

[0078] In the energy recovery mode in which the input shaft 10 drives the first motor 3 to charge, the first brake 6 is engaged and the second brake 9 is released. The power on the output shaft 11 can be transmitted to the first sun gear 703 through the first planetary carrier 701, and transmitted to the power input end 12 in the transmission unit through the first sun gear 703. The power is transmitted to the second motor 5 through the second control device 4. The power can also be transmitted to the input shaft 10 through the second control device 4, and then to the first motor 3.

[0079] It should be understood that, in the energy recovery mode, the input shaft 10 can also drive the second motor 5 to rotate for charging. In addition, the input shaft 10 can also drive the first motor 3 and the second motor 5 to rotate together for charging.

[0080] Furthermore, by engaging the second brake 9 and releasing the first brake 6, the power on the output shaft 11 can be transmitted to the first planetary carrier 701. At the same time, it can also be transmitted to the second planetary carrier 801 through the second ring gear 804, and then transmitted to the first ring gear 704 through the second planetary carrier 801. After being transmitted to the first planetary carrier 701 through the first ring gear 704, it is coupled with the power transmitted from the output shaft 11 to the first planetary carrier 701, and then transmitted to the first sun gear 703. The subsequent power transmission is the same as the path described in the previous paragraph and will not be repeated here.

[0081] In engine 1 power generation mode, when the vehicle is idling and generating power, the first control device 2 is engaged, the first brake 6 and the second brake 9 are disengaged, and the engine 1 drives the first motor 3 and the second motor 5 to generate power through the first control device 2. When the vehicle is driving and generating power, the first control device 2 is engaged, controlling the engine 1 speed to be lower than the second motor 5 speed. This prevents the engine 1 from transmitting power to the power input terminal 12 of the transmission unit through the second control device 4, thereby entering the second hybrid drive mode where the engine 1 and the second motor 5 are jointly driven.

[0082] It is worth mentioning that when the second control device 4 adopts a wet clutch, there is no control requirement for the speed of the engine 1 and the speed of the second motor 5. It should be noted that the power assembly in this embodiment may include the engine 1 and a motor. In this case, the power output end of the motor is transmission-connected to the input shaft 10, such as the first motor 3 described above, or the power output end of the motor is transmission-connected to the end of the second control device 4 connected to the power input end of the transmission unit, such as the second motor 5 described above, or the power output end of the motor is transmission-connected to the output shaft 11.

[0083] Furthermore, the powertrain in this embodiment may include an engine 1 and two motors. In this case, the power output end of one motor is in transmission connection with the input shaft 10, such as the first motor 3 described above, and the power output end of the other motor is in transmission connection with one end of the second control device 4 that is connected to the power input end of the transmission unit. Alternatively, the power output end of one motor is in transmission connection with the input shaft 10, such as the first motor 3 described above, and the power output end of the other motor is in transmission connection with the output shaft 11.

[0084] It should be understood that, in terms of specific structure, the power output end of the motor is connected to the input shaft 10 in a transmission manner, which specifically includes the power output end of the motor being directly connected to the input shaft 10, and can also be connected to the input shaft 10 in a transmission manner with the help of a power transmission structure such as a gear pair.

[0085] The power output end of the motor is connected to the second control device 4 in a transmission manner. Specifically, the power output end of the motor is directly connected to the second control device 4, and can also be connected to the second control device 4 in a transmission manner with the help of a power transmission structure such as a gear pair.

[0086] The power output end of the motor is connected to the output shaft 11 in a transmission manner. Specifically, the power output end of the motor is directly connected to the output shaft 11, and can also be connected to the output shaft 11 in a transmission manner with the help of a power transmission structure such as a gear pair.

[0087] In addition, the powertrain of this embodiment is particularly suitable for longitudinal arrangement on a vehicle. At this time, the power output end of the engine, the power output end of the motor, the axial directions of the input shaft 10 and the output shaft 11 are all arranged along the front and rear directions of the vehicle, which is more convenient to arrange on the vehicle and facilitates the arrangement of other components on the vehicle.

[0088] Example 2

[0089] This embodiment relates to a vehicle, on which the powertrain of the first embodiment is provided.

[0090] The vehicle of this embodiment is convenient to arrange on the vehicle by applying the powertrain of embodiment 1. The powertrain is convenient to arrange multiple motors, so when in use, it can cooperate with the motor to facilitate the realization of more driving modes, thereby increasing the customer's range of choices and helping to increase driving comfort.

[0091] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A powertrain, characterized in that: It comprises an engine (1), a motor, an input shaft (10), a transmission unit and an output shaft (11); The motor is in driving connection with the input shaft (10); and / or the motor is in driving connection with the output shaft (11); A first control device (2) is provided between the power output end of the engine (1) and the input shaft (10), and the first control device (2) is used to control the power on and off between the power output end of the engine (1) and the input shaft (10); A second control device (4) is provided between the input shaft (10) and the power input end (12) of the transmission unit, and the second control device (4) is used to control the power on and off between the input shaft (10) and the transmission unit; The power output end of the transmission unit is in transmission connection with the output shaft (11).

2. The powertrain according to claim 1, characterized in that: The first control device (2) is a bidirectional clutch; and / or, The second control device (4) is a one-way clutch.

3. The powertrain according to claim 1, characterized in that: The transmission unit comprises a first planetary gear train (7) and a second planetary gear train (8) in transmission connection, the transmission unit is connected to the second control device (4) via the first planetary gear train (7), and the transmission unit is connected to the output shaft (11) via the second planetary gear train (8).

4. The powertrain according to claim 3, characterized in that: Also includes a first brake (6) and a second brake (9); The sun gear of the first planetary gear train (7) constitutes a power input end (12) of the transmission unit, the planet carrier of the first planetary gear train (7) and the ring gear of the second planetary gear train (8) constitute a power output end of the transmission unit, at least one of the two is in transmission connection with the output shaft (11), and the ring gear of the first planetary gear train (7) is in transmission connection with the planet carrier of the second planetary gear train (8); The first brake (6) is used to brake the ring gear of the first planetary gear train (7); The second brake (9) is used for braking the sun gear of the second planetary gear train (8).

5. The powertrain according to claim 4, characterized in that: The sun gear of the second planetary gear train (8) is loosely mounted on the output shaft (11).

6. The power assembly according to any one of claims 1 to 5, characterized in that: The motor comprises a first motor (3), wherein a power output end of the first motor (3) is in transmission connection with the input shaft (10).

7. The powertrain according to claim 6, characterized in that: The motor comprises a second motor (5), the power output end of the second motor (5) being in transmission connection with one end of the second control device (4) connected to the power input end (12) of the transmission unit.

8. The powertrain according to claim 6, characterized in that: The motor comprises a second motor (5), and a power output end of the second motor (5) is transmission-connected to the output shaft (11).

9. A vehicle, characterized in that: The vehicle is provided with the power assembly according to any one of claims 1 to 8.

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