Automobile power transmission system and automobile

Abstract

The utility model relates to the technical field of automobiles, in particular to an automobile power transmission system and an automobile with the transmission system.The transmission system comprises a power input part, a clutch and a power output part, the clutch is used for selectively transmitting power from the power input part to the power output part through clutch transmission of the clutch and comprises a driving friction disc assembly, a driven friction disc assembly and an inner gear drum used for arranging the driving friction disc assembly, and the power input part is integrally connected with the inner gear drum. Transmission between the power source and the driving friction disc assembly of the clutch is achieved by means of integrated connection of the power input piece and the inner gear drum. The internal gear drum of the clutch is integrally connected with the power input part, so that the connection between the clutch and the power input part is simplified, the number of parts is reduced, the connection relation is simplified, the manufacturing difficulty is reduced, and the operation reliability of a transmission system is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to an automotive power transmission system and an automobile. Background Technology

[0002] In automobiles, clutches are frequently used in the power transmission system to transmit power from the engine or the electric motor. In hybrid vehicles where the engine and the electric motor drive together, the clutches change the output speed and torque. Multiple clutches can also be used in combination to achieve various power transmission methods, such as the engine outputting power independently, the electric motor outputting power independently, the engine and the electric motor outputting power together, and the engine outputting power to the electric motor to charge the battery.

[0003] The clutch transmits power through the frictional engagement of the driving and driven friction discs. The driving friction disc is connected to the internal gear drum, which is also connected to the power output end. The driven friction disc is connected to the output shaft via a clutch bracket. The engagement of the driving and driven friction discs transmits power from the power output end to the clutch output shaft. Depending on the power source, the power output end can be the engine output shaft or the electric motor output shaft. In existing automotive powertrain systems, the power output end and the clutch are relatively independent mechanisms. Therefore, a connecting mechanism is needed between the power output end and the internal gear drum of the clutch to connect them for power transmission. This makes the already complex powertrain system structure even more complex, increases manufacturing difficulty, and reduces the system's transmission reliability. Summary of the Invention

[0004] The purpose of this utility model is to provide an automotive power transmission system and an automobile to solve the above-mentioned problems, simplify the structure of the automotive power transmission system, and improve transmission reliability.

[0005] To achieve the above objectives, the technical solution of this utility model includes: an automotive power transmission system, comprising a power input component, a clutch, and a power output component. The power input component is used to connect to a power source. The clutch is used to selectively transmit power from the power input component to the power output component through its engagement / disengagement transmission. The clutch includes an active friction disc assembly, a driven friction disc assembly, and an internal gear drum for mounting the active friction disc assembly. The active friction disc assembly and the driven friction disc assembly achieve the engagement / disengagement transmission of the clutch through selective transmission. The power input component is integrally connected to the internal gear drum, and the transmission between the power source and the active friction disc assembly of the clutch is achieved by means of the integral connection between the power input component and the internal gear drum.

[0006] In one embodiment, the power input component includes a fixedly connected power source connection portion and a clutch connection portion. The power source connection portion is used to connect to a power source. The active friction disc assembly of the clutch is synchronously rotatably connected to the clutch connection portion. The clutch connection portion forms the internal gear drum of the clutch, thereby forming an integral connection between the power input component and the internal gear drum of the clutch.

[0007] In one embodiment, the clutch connection portion is an annular structure with an internal cavity for accommodating the clutch, and the outer side of the active friction disc assembly is connected to the inner side of the clutch connection portion.

[0008] In one embodiment, the inner wall of the clutch connection portion is provided with a first transmission tooth structure, and the outer side of the active friction disc assembly is provided with a second transmission tooth structure. The first transmission tooth structure and the second transmission tooth structure cooperate to form a connection relationship in which the active friction disc assembly and the clutch connection portion rotate synchronously.

[0009] In one embodiment, the power source connected to the power input component is an engine. The power input component includes a planetary gear train connection portion, which is an annular structure. A planetary gear train is provided inside the planetary gear train connection portion. The ring gear of the planetary gear train is synchronously rotatably connected to the planetary gear train connection portion. The power output component includes a power output shaft. The sun gear of the planetary gear train is synchronously rotatably connected to the driven friction disc assembly. The planet carrier of the planetary gear train is connected to the power output shaft and uses the power output shaft as the rotation axis. Thus, by means of the clutch transmission, the transmission ratio of the planetary gear train and the rotational speed of the power output shaft are adjusted.

[0010] In one embodiment, the power input component further includes a clutch connection portion, which forms an annular straight cylindrical structure with a first transmission tooth structure on the inner wall with the planetary gear train connection portion, and the planetary gear train is arranged adjacent to the clutch.

[0011] In one embodiment, the power source includes an engine and an electric motor, and there are two power input components: an engine power input component and an electric motor power input component. The engine power input component includes a first clutch connection portion with an annular structure, and the electric motor power input component includes a second clutch connection portion with an annular structure. The first clutch connection portion and the second clutch connection portion are coaxially connected. The clutch includes a first clutch selectively connected to the first clutch connection portion and a second clutch selectively connected to the second clutch connection portion. The first clutch and the second clutch are arranged coaxially with their respective clutch output shafts.

[0012] In one embodiment, the clutch includes a rotating bracket for passing through the clutch output shaft, the clutch output shaft forming the rotating shaft of the rotating bracket, and the rotating brackets of the two clutches are integrally connected, thereby forming a coaxial arrangement of the two clutches.

[0013] In one embodiment, the power output component includes a power output shaft for outputting power to the outside of the vehicle powertrain and a charging input for charging a battery connected to the motor. The motor power input can selectively output power to the second clutch or charge the battery connected to the motor by changing the steering direction. Thus, the motor power input also forms the charging input. The clutch output shafts of the first clutch and the second clutch are drively connected to the power output shaft.

[0014] The technical solution of this utility model also includes: a car having the above-mentioned car power transmission system.

[0015] The beneficial effects of this utility model are:

[0016] 1. This utility model simplifies the connection between the clutch and the power input component by integrally connecting the internal gear drum of the clutch and the power input component, reducing the number of parts and simplifying the connection relationship, reducing the manufacturing difficulty, and improving the operational reliability of the transmission system.

[0017] 2. The power source connection part and the clutch connection part of the power input component are fixedly connected, and the clutch connection part and the clutch active friction disc assembly are rotatably connected. The clutch connection part forms an internal gear drum, so that the power input component has both the function of an internal gear drum and the function of inputting power from the power source to the power transmission system of this vehicle. That is, the power input component and the internal gear drum are shared, which further simplifies the connection relationship of the parts.

[0018] 3. Both the engine and the motor, which serve as power sources, are connected to their respective clutches via an integrated connection with the internal gear drum. Through the cooperation between the two clutches, power is output to the outside of the transmission system or used to charge the battery. Furthermore, the coaxial arrangement of the first clutch connection part of the engine power input component and the second clutch connection part of the motor power input component facilitates the coaxial arrangement of the first and second clutches, making the layout of the entire transmission system more compact. It also makes the power transmission of the engine and motor more diverse, meeting the diverse power transmission needs of hybrid vehicles. Attached Figure Description

[0019] Figure 1 This is a perspective view of an embodiment of the present invention and its outer casing.

[0020] Figure 2 This is an exploded view of an embodiment of the present invention, as well as the outer casing and the motor.

[0021] Figure 3 This is an exploded view of an embodiment of the present invention.

[0022] Figure 4 This is a cross-sectional view of an embodiment of the present invention, as well as the outer casing and the motor.

[0023] Figure 5 This is an incomplete sectional view of an embodiment of the present invention, used to show the connection relationship between the various transmission components of the transmission mechanism.

[0024] Among them: 1 clutch, 101 first clutch, 102 second clutch, 11 active friction disc assembly, 111 second transmission gear structure, 12 driven friction disc assembly, 13 internal gear drum, 14 clutch output shaft, 15 rotating bracket, 2 power input component, 21 engine power input component, 211 first clutch connecting part, 212 (222) first transmission gear structure, 213 first power source connecting part, 214 planetary gear train connecting part, 22 motor power input component, 221 second clutch connecting part, 223 second power source connecting part, 224 motor output shaft part, 225 rotating connecting part, 3 power output component, 31 power output shaft, 4 planetary gear train, 41 gear ring, 42 sun gear, 43 planetary carrier, 100 housing, 200 motor. Detailed Implementation

[0025] To further illustrate the various embodiments, the present invention provides accompanying drawings. These drawings are part of the disclosure of the present invention and are mainly used to illustrate the embodiments, and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementations and the advantages of the present invention. Components in the drawings are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0026] Example 1

[0027] See Figures 1 to 5 As shown, this utility model discloses an automotive powertrain system. In this example, the powertrain system is used for power transmission between the engine and motor of a hybrid electric vehicle. Power transmission methods include, but are not limited to, power transmission from the engine or motor to the load, power coupling between the engine and motor to the load, and power transmission from the engine (partially to the load and partially used for battery charging). The load refers to the drive wheels and other components requiring power to propel the vehicle.

[0028] This transmission system includes a housing 100, within which a clutch 1 is housed. The clutch 1 engages and disengages power input component 2 and power output component 3. The power input component 2 connects to a power source, in this example, an engine and an electric motor. Power from the power input component 2 is selectively transmitted to the power output component 3 via the engagement and disengagement of the clutch 1. The clutch 1 includes a driving friction disc assembly 11, a driven friction disc assembly 12, and an internal gear drum 13 for mounting the driving friction disc assembly 11. The engaging and disengaging of the clutch 1 is achieved through selective transmission between the driving friction disc assembly 11 and the driven friction disc assembly 12. The power input component 2 is integrally connected to the internal gear drum 13, and the transmission between the power source and the driving friction disc assembly 11 of the clutch 1 is achieved through this integral connection.

[0029] This invention integrates the internal gear drum 13 of the clutch 1 and the power input component 2, meaning that a part of the power input component 2 and the internal gear drum 13 of the clutch 1 are shared parts. This simplifies the connection between the clutch 1 and the power input component 2, reduces the number of parts and simplifies the connection relationship, lowers the manufacturing difficulty, and improves the operational reliability of the transmission system.

[0030] The power source includes an engine (not shown in the figure) and an electric motor 200. There are two power input components 2, namely an engine power input component 21 and an electric motor power input component 22. The engine power input component 21 includes a first clutch connection part 211 with an annular structure, and the electric motor power input component 22 includes a second clutch connection part 221 with an annular structure. The first clutch connection part 211 and the second clutch connection part 221 are coaxially connected. The clutch 1 includes a first clutch 101 that can be selectively driven and connected to the first clutch connection part 211 and a second clutch 102 that can be selectively driven and connected to the second clutch connection part 221. The first clutch 101 and the second clutch 102 are arranged with their respective clutch output shafts coaxially.

[0031] The following sections provide detailed explanations of the connections between the engine and the electric motor and the clutch.

[0032] See Figures 3 to 5As shown above, the clutch 1 includes a first clutch 101 connected to the engine in a clutch-driven manner and a second clutch 102 connected to the motor 200 in a clutch-driven manner. The engine inputs power to this transmission system through the engine power input component 21. The engine power input component 21 also includes a first power source connection portion 213, which passes through the housing 100. The portion of the first power source connection portion 213 extending outside the housing 100 is connected to the output shaft of the engine (specifically, the crankshaft). The first power source connection portion 213 of the engine power input component 21 rotates synchronously with the rotation of the engine output shaft, thereby driving the clutch connection portion (specifically, the first clutch connection portion 211) which is welded and fixedly connected to it to rotate synchronously. The active friction disc assembly 11 of the first clutch 101 also rotates synchronously. The active friction disc assembly of the first clutch 101 and the first clutch connecting part 211 are connected in a synchronous rotational relationship through transmission teeth. Specifically, the inner wall of the first clutch connecting part 211 is provided with a first transmission tooth structure 212, and the outer side of the active friction disc assembly 11 is provided with a second transmission tooth structure 111. The first transmission tooth structure 212 and the second transmission tooth structure 111 cooperate to form a synchronous rotational connection between the active friction disc assembly 11 and the first clutch connecting part 211. The active friction disc assembly 11 and the first clutch connecting part 211 achieve synchronous rotation through transmission teeth. Reliable synchronous rotation can be achieved with a simple structure, and the transmission accuracy is high. In this example, the first transmission gear structure 212 is arranged circumferentially around the first clutch connection portion 211, and the second transmission gear structure 111 is arranged circumferentially around the active friction disc assembly 11. This makes the force transmission between the active friction disc assembly 11 and the first clutch connection portion 211 more evenly distributed between the first transmission gear structure 212 and the second transmission gear structure 111, which helps to improve the lifespan of the first transmission gear structure 212 and the second transmission gear structure 111, and also increases the force transmitted between the active friction disc assembly 11 and the first clutch connection portion 211. In other embodiments, the first transmission gear structure 212 and the second transmission gear structure 111 can also be transmission gears that do not extend completely in the circumferential direction, as long as it can ensure that the active friction disc assembly 11 and the first clutch connection portion 211 rotate synchronously.

[0033] The engine power input component 21 also includes a first power source connection portion 213 fixedly connected to the first clutch connection portion 211. The first power source connection portion 213 is used to connect to the engine. Since the active friction disc assembly 11 of the first clutch 101 is synchronously rotatably connected to the first clutch connection portion 211, and the two are connected through a gear transmission mechanism, the first clutch connection portion 211 forms the internal gear drum 13 of the first clutch 101, thereby forming an integral connection between the engine power input component 21 and the internal gear drum 13 of the first clutch 101. The connection between the internal gear drum 13 of the clutch 1 and the active friction disc assembly 11 of the clutch 1 is prior art and will not be described further here.

[0034] The first clutch connection part 211 has a circular structure and an internal cavity for accommodating the first clutch 101. The outer side of the active friction disc assembly 11 of the first clutch 101 is connected to the inner side of the first clutch connection part 211.

[0035] The engine power input component 21 also includes a planetary gear train connection part 214, which is an annular structure. A planetary gear train 4 is provided inside the planetary gear train connection part 214. The ring gear 41 of the planetary gear train 4 is synchronously connected to the planetary gear train connection part 214. The power output component 3 includes a power output shaft 31 for outputting power to the outside of the vehicle power transmission system. The driven friction disc assembly 12 of the first clutch 101 is connected to the shaft of the sun gear 42 of the planetary gear train 4 through a rotating bracket. The planet carrier 43 of the planetary gear train 4 is connected to the power output shaft 31 and uses the power output shaft 31 as the shaft. Thus, by means of the clutch transmission of the first clutch 101, the transmission ratio of the planetary gear train 4 and the rotational speed of the power output shaft 31 are adjusted.

[0036] See Figures 3 to 5 As shown, with the help of the engine power input component 21, the driving friction disc assembly 11 of the first clutch 101 and the ring gear 41 of the planetary gear train 4 form an indirect connection relationship of synchronous rotation. Since the driven friction disc assembly 12 of the first clutch 101 is coaxial with the sun gear 42 of the planetary gear train 4, the driven friction disc assembly 12 of the first clutch 101 and the sun gear 42 of the planetary gear train 4 also form an indirect connection relationship of synchronous rotation. When the driving friction disc assembly 11 and the driven friction disc assembly 12 of the first clutch 101 form a friction transmission, the ring gear 41 and the sun gear 42 of the planetary gear train 4 form a synchronous rotation connection relationship, and the transmission ratio of the planetary gear train 4 is 1. When the driving friction disc assembly 11 and the driven friction disc assembly 12 of the first clutch 101 are separated and have no transmission relationship, the ring gear 41 and the sun gear 42 of the planetary gear train 4 rotate separately. That is, the ring gear 41 rotates synchronously with the engine power input component 21, while the sun gear 42 and the planetary gears rotate freely, and the planetary gear train 4 has a free transmission ratio.

[0037] The first clutch connection portion 211 of the engine power input component 21 and the planetary gear train connection portion 214 form an annular cylindrical structure with a first transmission tooth structure 212 on the inner wall. The planetary gear train 4 and the first clutch 101 are arranged adjacent to each other on the inner side of this annular cylindrical structure. The first power source connection portion 213 extends out of the housing 100 and is a rotating shaft structure to facilitate connection with the crankshaft of the engine for transmission. A radially extending connection structure is provided between the first power source connection portion 213 and the annular cylindrical structure, so that the engine power input component 21 forms a structure with one end closed, which facilitates the installation of components such as the planetary gear train 4, the first clutch 101, and the power output shaft 31 from the open end. In this system, the sun gear 42 of the planetary gear train 4 and the driven friction disc assembly 12 of the two clutches 1 both use the shaft of the sun gear 42 as the shaft. The power output shaft 31 forms the shaft of the planet carrier 43, and one end of the power output shaft 31 is rotatably connected to the inside of the engine power input component 21, thereby forming a relative rotational connection with the engine power input component 21 at different speeds.

[0038] See Figures 3 to 5As shown, the motor 200 is mounted outside the engine power input component 21. The shaft of the motor 200 forms the motor power input component 22. The motor inputs power to the transmission system through the motor power input component 22. The motor power input component 22 also includes a second power source connection part 223, which is sleeved outside the engine power input component 21. A portion of the shaft of the motor 200 forms the second power source connection part 223, and another portion forms the second clutch connection part 221. The active friction disc assembly 11 of the second clutch 102 and the second clutch connection part 221 are connected to rotate synchronously through transmission teeth. Specifically, the inner wall of the second clutch connection part 221 is provided with a first transmission tooth structure, and the outer side of the active friction disc assembly 11 is provided with a second transmission tooth structure 111. The first transmission tooth structure 222 and the second transmission tooth structure 111 cooperate to form a synchronous rotational connection between the active friction disc assembly 11 and the second clutch connection part 221. The active friction disc assembly 11 and the second clutch connection 221 rotate synchronously via transmission teeth. Reliable synchronous rotation and high transmission accuracy can be achieved with a simple structure. In this example, the first transmission tooth structure 222 is arranged circumferentially around the second clutch connection 221, and the second transmission tooth structure 111 is also arranged circumferentially around the active friction disc assembly 11. This results in a more uniform distribution of force transmission between the active friction disc assembly 11 and the second clutch connection 221, which improves the lifespan of both structures and increases the force transmitted between them. In other embodiments, the first transmission tooth structure 222 and the second transmission tooth structure 111 can also be transmission teeth that do not extend completely circumferentially, as long as synchronous rotation of the active friction disc assembly 11 and the second clutch connection 221 is ensured.

[0039] Since the active friction disc assembly 11 of the second clutch 102 is synchronously rotatably connected to the second clutch connection part 221 and the two are connected by a gear transmission mechanism, the second clutch connection part 221 forms the internal gear drum 13 of the second clutch 102, thereby forming an integral connection between the motor power input component 22 and the internal gear drum 13 of the second clutch 102.

[0040] The second clutch connection part 221 has a circular structure and an internal cavity for accommodating the second clutch 102. The outer side of the active friction disc assembly 11 of the second clutch 102 is connected to the inner side of the second clutch connection part 221.

[0041] The clutch 1 also includes a rotating bracket 15 for through which the clutch output shaft 14 passes. The clutch output shaft 14 forms the rotating shaft of the rotating bracket 15. The rotating brackets 15 of the two clutches 1 are integrally connected, thereby forming a coaxial arrangement of the two clutches 1. The driven friction disc assembly 12 of the clutch 1 is mounted on the corresponding rotating bracket 15. Since the rotating brackets 15 of the two clutches 1 are integrally connected, the driven friction disc assemblies 12 of the two clutches 1 are connected and rotate synchronously. The integral connection of the rotating brackets 15 of the two clutches 1 ensures that the two clutches 1 are coaxially arranged. Compared with the two rotating brackets 15 of the two clutches 1 being separately formed and then connected by a mechanical structure, the integral connection (more specifically, integral molding) in this example can reduce the connection structure between the rotating brackets 15, making the overall structure simpler and the transmission more reliable; and it can also increase the strength of the rotating bracket 15 and extend the service life of the clutch.

[0042] Since the rotating brackets 15 of the first clutch 101 and the second clutch 102 are integrally connected, and the driven friction disc assembly 12 is mounted on the rotating bracket 15, the driven friction disc assemblies 12 of the two clutches 1 rotate synchronously. When both the first clutch 101 and the second clutch 102 are in friction transmission, the power from the engine is transmitted to the motor power input component 22 (i.e., the shaft of the motor 200) through the engine power input component 21, the first clutch 101, and the second clutch 102. At this time, part of the engine power is output to the motor to charge the battery connected to the motor. The motor power input component 22 forms a charging input component for charging the battery. That is, the motor power input component 22 can selectively output power to the second clutch 102 or charge the battery connected to the motor 200 by changing the direction of rotation. Therefore, the power output component 3 of this utility model includes a power output shaft 31 and a motor power input component 22 which can be selectively formed as a charging input component. The motor power input component 22 is both the rotating shaft of the motor and the charging input component of the motor. The clutch output shaft 14 of the first clutch 101 and the second clutch 102 is formed by the rotating shaft of the sun gear 42. The planet carrier of the planetary gear system 4 is sleeved on the outside of the power output shaft 31 through the transmission gear structure, so that the clutch output shaft 14 of the first clutch 101 and the second clutch 102 forms a transmission connection with the power output shaft 31.

[0043] In addition to forming the rotating shaft of the motor 200, the motor power input component 22 also forms the support of the motor 200. It includes a motor output shaft portion 224 that is rotatably sleeved on the power output shaft 31 and a rotating connection portion 225 that is connected to the second clutch connection portion 221. That is, the motor power input component 22 forms the rotor of the motor 200. Therefore, the motor 200 can output power to the outside independently through the motor output shaft portion 224 without going through the second clutch 102.

[0044] It should be noted that: the first clutch connecting part 211 and the second clutch connecting part 212 are collectively referred to as clutch connecting parts, and the first power source connecting part 213 and the second power source connecting part 223 are collectively referred to as power source connecting parts. The first power source connecting part 213 is used to connect to the engine, and the second power source connecting part 223 is used to connect to the motor. The power source includes the engine and the generator, but the engine and the motor work independently. They can choose to work to output power or work simultaneously and couple to output power. Therefore, the power source can refer to the engine alone, the motor alone, or both the engine and the motor. When the power source refers to the engine, the power source connection part refers to the first power source connection part that is connected to the engine. Correspondingly, the clutch refers to the first clutch that is connected to the engine, and the clutch connection part refers to the first clutch connection part that is connected to the first clutch. In this case, the power transmission is to transmit the engine's power to the power output component. When the power source refers to the electric motor, the power source connection part refers to the second power source connection part that is connected to the electric motor. Correspondingly, the clutch refers to the second clutch that is connected to the electric motor, and the clutch connection part refers to the second clutch connection part that is connected to the second clutch. In this case, the power transmission is to transmit the electric motor's power to the power output shaft. When the power source refers to both the engine and the electric motor, the power source connection part refers to both the first and second power source connection parts. Correspondingly, the clutch refers to both the first and second clutches, and the clutch connection part refers to both the first and second clutch connection parts. In this case, the power transmission is to transmit the power from both the engine and the electric motor to the power output shaft.

[0045] The working process of this embodiment:

[0046] Both the first clutch 101 and the second clutch 102 are in a non-transmission state: at this time, neither the engine nor the motor 200 is transmitted through the first clutch 101 and the second clutch 102.

[0047] The first clutch 101 is in a driving state, while the second clutch 102 is in a non-driving state: at this time, only the engine power is output through the first clutch 101, and the engine power is transmitted to the power output shaft 31 through the first clutch 101 and the planetary gear system 4.

[0048] The first clutch 101 is in a non-transmission state, and the second clutch 102 is in transmission state: part of the engine's power is transmitted to the power output shaft 31 through the planetary gear system 4, and the other part is transmitted to the motor shaft through the second clutch 102, driving the motor shaft to rotate in the opposite direction, thereby charging the battery connected to the motor.

[0049] Both the first clutch 101 and the second clutch 102 are in operation: If the engine and the motor output power at the same time, the engine's power is transmitted to the power output shaft 31 through the planetary gear system 4 and the first clutch 101, and the motor's power is transmitted to the power output shaft 31 through the second clutch 102 and the planetary gear system 4. The power of the engine and the motor 200 are coupled at the power output shaft 31.

[0050] When the power source is only an engine, only the engine provides power to the vehicle, and this powertrain system is used for power transmission in gasoline-powered vehicles. Correspondingly, when the power source is only an electric motor, only the electric motor provides power to the vehicle, and this powertrain system is used for power transmission in pure electric vehicles. That is, this invention is not limited to hybrid vehicles, but can also be used in gasoline-powered vehicles or pure electric vehicles.

[0051] Example 2

[0052] This utility model also discloses a vehicle, which is a hybrid vehicle, having the powertrain system for hybrid vehicles disclosed in Embodiment 1. In other embodiments, the vehicle may also be a gasoline vehicle or a pure electric vehicle, with corresponding structural modifications to the powertrain system.

[0053] Although the present invention has been specifically shown and described in conjunction with preferred embodiments, those skilled in the art should understand that the remaining undescribed parts are prior art, and that all changes in form and detail made to the present invention without departing from the spirit and scope of the present invention as defined in the appended claims fall within the protection scope of the present invention.

Claims

1. An automotive powertrain system, comprising a power input component, a clutch, and a power output component, wherein the power input component is used to connect to a power source, and the clutch is used to selectively transmit power from the power input component to the power output component via its engagement / disengagement transmission, characterized in that: The clutch includes a driving friction disc assembly, a driven friction disc assembly, and an internal gear drum for mounting the driving friction disc assembly. The driving friction disc assembly and the driven friction disc assembly achieve the clutch engagement / disengagement transmission through selectable transmission. The power input component is integrally connected to the internal gear drum, and the transmission between the power source and the driving friction disc assembly of the clutch is achieved by means of the integral connection between the power input component and the internal gear drum.

2. The automotive powertrain system according to claim 1, characterized in that: The power input component includes a power source connection part and a clutch connection part that are fixedly connected. The power source connection part is used to connect to a power source. The active friction disc assembly of the clutch is synchronously rotatably connected to the clutch connection part. The clutch connection part forms the internal gear drum of the clutch, thereby forming an integral connection between the power input component and the internal gear drum of the clutch.

3. The automotive powertrain system according to claim 2, characterized in that: The clutch connection part has a circular structure with a cavity inside for accommodating the clutch. The outer side of the active friction disc assembly is connected to the inner side of the clutch connection part.

4. The automotive powertrain system according to claim 3, characterized in that: The inner wall of the clutch connection part is provided with a first transmission tooth structure, and the outer side of the active friction disc assembly is provided with a second transmission tooth structure. The first transmission tooth structure and the second transmission tooth structure cooperate to form a connection relationship in which the active friction disc assembly and the clutch connection part rotate synchronously.

5. The automotive powertrain system according to claim 1, characterized in that: The power input component is connected to an engine as its power source. The power input component includes a planetary gear train connection part, which is an annular structure. A planetary gear train is provided inside the planetary gear train connection part. The ring gear of the planetary gear train is synchronously rotatably connected to the planetary gear train connection part. The power output component includes a power output shaft. The sun gear of the planetary gear train is synchronously rotatably connected to the driven friction disc assembly. The planet carrier of the planetary gear train is connected to the power output shaft and uses the power output shaft as its rotation axis. Thus, by means of the clutch transmission, the transmission ratio of the planetary gear train and the rotational speed of the power output shaft are adjusted.

6. The automotive powertrain system according to claim 5, characterized in that: The power input component also includes a clutch connection part, which forms an annular straight cylindrical structure with a first transmission tooth structure on the inner wall with the planetary gear train connection part. The planetary gear train is arranged adjacent to the clutch.

7. The automotive powertrain system according to claim 1, characterized in that: The power source includes an engine and an electric motor. There are two power input components: an engine power input component and an electric motor power input component. The engine power input component includes a first clutch connection portion with an annular structure, and the electric motor power input component includes a second clutch connection portion with an annular structure. The first clutch connection portion and the second clutch connection portion are coaxially connected. The clutch includes a first clutch selectively connected to the first clutch connection portion and a second clutch selectively connected to the second clutch connection portion. The first clutch and the second clutch are arranged coaxially with their respective clutch output shafts.

8. The automotive powertrain system according to claim 7, characterized in that: The clutch includes a rotating bracket for passing through the clutch output shaft, the clutch output shaft forming the rotating shaft of the rotating bracket, and the rotating brackets of the two clutches are integrally connected, thereby forming a coaxial arrangement of the two clutches.

9. The automotive powertrain system according to claim 7, characterized in that: The power output component includes a power output shaft for outputting power to the outside of the vehicle's powertrain system and a charging input for charging a battery connected to the motor. The motor power input can selectively output power to the second clutch or charge the battery connected to the motor by changing the direction of rotation. Thus, the motor power input also forms the charging input. The clutch output shafts of the first clutch and the second clutch are drively connected to the power output shaft.

10. A car, characterized in that: A vehicle powertrain system having any one of claims 1-9.

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