Extended-range power assembly device and vehicle with extended-range power assembly device

Abstract

The utility model provides a range extending type power assembly device and a vehicle with the range extending type power assembly device, and belongs to the technical field of electric vehicles, the range extending type power assembly device comprises a generator assembly, a driving component, a speed reducer and a shell, and the driving component comprises a first driving motor and a second driving motor which are symmetrically arranged; the shell comprises a first mounting cavity, a second mounting cavity, a third mounting cavity and a fourth mounting cavity which are used for mounting the generator assembly, the first driving motor, the second driving motor and the speed reducer respectively, the speed reducer is connected to the first driving motor and the second driving motor, and the third mounting cavity and the second mounting cavity are symmetrically arranged on the shell left and right; the first mounting cavity and the second mounting cavity are arranged on the same side, one end of the fourth mounting cavity is located between the second mounting cavity and the third mounting cavity, and the other end extends in the direction away from the first mounting cavity. The structure is more compact, the occupied space of the front cabin, the vehicle width, the vehicle height and the size of the front overhang can be reduced, and the system weight and the development cost can be reduced.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicle technology, and in particular to a range-extended powertrain device and a vehicle having the same. Background Technology

[0002] With the development of new energy vehicles, the competition in powertrains is becoming increasingly fierce. Dual-motor, tri-motor, and even quad-motor drive systems are emerging in the passenger vehicle sector, primarily using front-1 / rear-1, front-1 / rear-2, front-2 / rear-1, or front-2 / rear-2 configurations. Currently, some models have added range extenders, thereby increasing vehicle range and avoiding range anxiety by using a separate arrangement of the range extender and distributed motors.

[0003] In the prior art, the range extender includes an engine assembly (01), a generator assembly (02), and a single motor controller (03), while the distributed motor includes a left motor (04), a right motor (05), and a dual motor controller (06). Because the range extender and the distributed motor are arranged separately and are independent of each other (e.g., Figure 1 As shown, this will not only result in a larger front compartment space, increased vehicle width, height, and front overhang dimensions, but also require separate design for the power generation system and distributed motor housing, leading to increased mold costs and increased housing weight. Utility Model Content

[0004] The technical problem to be solved by this utility model is to address the problems of the prior art by providing a range-extended powertrain device that effectively integrates the generator assembly, the first drive motor, the second drive motor and the reducer. This not only greatly reduces the system weight and development cost, but also makes the structure of the entire powertrain device more compact, effectively reducing the space occupied by the front compartment and effectively reducing the vehicle width, vehicle height and front overhang dimensions.

[0005] The technical solution adopted by this utility model to solve the first technical problem mentioned above is: a range-extended powertrain device, the range-extended powertrain device comprising:

[0006] Generator assembly;

[0007] The driving component includes a first drive motor and a second drive motor arranged symmetrically.

[0008] A speed reducer is connected to the first drive motor and the second drive motor;

[0009] The housing includes a first mounting cavity for mounting the generator assembly, a second mounting cavity for mounting the first drive motor, a third mounting cavity for mounting the second drive motor, and a fourth mounting cavity for mounting the reducer. The third mounting cavity and the second mounting cavity are symmetrically arranged on the housing, the first mounting cavity and the second mounting cavity are arranged on the same side, one end of the fourth mounting cavity is located between the second mounting cavity and the third mounting cavity, and the other end extends away from the first mounting cavity.

[0010] According to one embodiment of the present invention, the housing includes a first housing portion for mounting the generator assembly and the first drive motor. The first housing portion includes a first mounting cavity, a second mounting cavity, and a linear connecting cavity connecting the first mounting cavity and the second mounting cavity. One end of the linear connecting cavity is connected to the first mounting cavity, and the other end of the linear connecting cavity is inclined upward and away from the first mounting cavity and connected to the second mounting cavity, so that the second mounting cavity and the first mounting cavity are distributed vertically.

[0011] According to one embodiment of the present invention, the first housing portion includes a first housing body and a first end cap. The first housing body has a first opening on the side away from the second drive motor. The first opening is covered by the first end cap. The first end cap and the first housing body together form a first mounting cavity, a linear connection cavity, and a second mounting cavity. The generator assembly is inserted into and connected to the first mounting cavity through the first opening, and the first drive motor is inserted into and connected to the second mounting cavity through the first opening.

[0012] According to one embodiment of the present invention, the housing further includes a second housing portion for mounting the second drive motor. The second housing portion includes a second housing body and a second end cap. The second housing body has a second opening on the side away from the first drive motor. The second end cap covers the second opening and surrounds the second housing body to form the third mounting cavity for mounting the second drive motor. The second drive motor is inserted through the second opening and connected to the third mounting cavity.

[0013] The drive end of the first drive motor extends through the second mounting cavity toward the direction of the second drive motor, and the drive end of the second drive motor extends through the second housing body toward the drive end of the first drive motor. The drive shafts of the first drive motor and the second drive motor are collinear.

[0014] According to one embodiment of the present invention, the housing further includes a third housing portion for mounting the reducer, the third housing portion comprising:

[0015] The first half-shell is connected to the end of the first housing portion near the first drive motor, and the drive end of the first drive motor is inserted into the interior of the first half-shell.

[0016] The second half-shell is connected to the side of the second housing portion near the second drive motor, and the drive end of the second drive motor is inserted into the interior of the second half-shell.

[0017] The first half-shell and the second half-shell together form the fourth mounting cavity.

[0018] According to one embodiment of the present invention, the projection of the third housing portion in the Z direction is elliptical, and the major axis of the third housing portion extends obliquely away from the direction where the drive ends of the first drive motor and the second drive motor are located.

[0019] According to one embodiment of the present invention, the range-extended powertrain further includes a control component, the control component comprising:

[0020] A first controller is installed on the upper side of the housing near the first mounting cavity and the second mounting cavity, and is connected to the generator assembly and the first drive motor;

[0021] The second controller is installed on the side of the housing near the second drive motor and is connected to the second drive motor.

[0022] According to one embodiment of the present invention, the range-extended powertrain device further includes:

[0023] An engine is located on the outside of the housing and on the side close to the generator assembly, and the drive end of the engine is connected to the drive end of the generator assembly.

[0024] The engine includes an intake manifold, and the second controller is located below the intake manifold.

[0025] According to one embodiment of the present invention, the range-extended powertrain device further includes a speed-increasing component disposed within the first mounting cavity, the speed-increasing component comprising:

[0026] The first speed-increasing component includes a first rotating shaft connected to the generator assembly and a first gear connected to the first rotating shaft;

[0027] The second speed-increasing component includes a second shaft connected to the engine and a second gear connected to the second shaft, the second gear being meshed with the first gear;

[0028] The diameter of the second gear is larger than the diameter of the first gear.

[0029] The technical solution adopted by this utility model to solve the second technical problem mentioned above is: a vehicle, the vehicle including the range-extended powertrain device as described in any of the first aspects above.

[0030] Compared with the prior art, the present invention has the following advantages or beneficial effects:

[0031] This invention, by effectively integrating the generator assembly, the first drive motor, the second drive motor, and the reducer, not only greatly reduces system weight and development costs, but also makes the structure of the entire powertrain more compact, effectively reducing the space occupied by the front compartment, and effectively reducing the vehicle width, height, and front overhang dimensions, which is beneficial to the overall vehicle design. Attached Figure Description

[0032] The above and other features and advantages of this invention will become more apparent from a detailed description of exemplary embodiments with reference to the accompanying drawings.

[0033] Figure 1 This is a schematic diagram of the existing range extender and distributed motor layout.

[0034] Figure 2 This is a topology diagram of a range-extended powertrain device according to an exemplary embodiment.

[0035] Figure 3 This is a schematic diagram showing the connection of a generator assembly, drive component, reducer and engine within a housing, according to an exemplary embodiment.

[0036] Figure 4 This is a schematic diagram of a housing according to an exemplary embodiment.

[0037] Figure 5 This is a schematic diagram of a speed-up component according to an exemplary embodiment. Attached image description:

[0039] 01. Engine assembly; 02. Generator assembly; 03. Single motor controller; 04. Left motor; 05. Right motor; 06. Dual motor controller;

[0040] 1. Generator assembly;

[0041] 2. Drive components; 21. First drive motor; 22. Second drive motor;

[0042] 3. Reducer; 31. First gear section; 32. Second gear section;

[0043] 4. Housing; 400. Straight-line connection cavity; 401. First mounting cavity; 402. Second mounting cavity; 403. Third mounting cavity; 404. Fourth mounting cavity; 41. First housing portion; 411. First housing body; 412. First end cap; 42. Second housing portion; 421. Second housing body; 422. Second end cap; 43. Third housing portion; 431. First half-shell; 432. Second half-shell;

[0044] 5. Control components; 51. First controller; 52. Second controller;

[0045] 6. Engine;

[0046] 7. Speed-increasing component; 71. First speed-increasing assembly; 711. First rotating shaft; 712. First gear; 72. Second speed-increasing wheel assembly; 721. Second rotating shaft; 722. Second gear;

[0047] 8. First drive half-shaft;

[0048] 9. Second drive half-shaft;

[0049] 10. Wheels. Detailed Implementation

[0050] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that the present invention will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore their detailed description will be omitted.

[0051] The terms “a,” “one,” “the,” and “the” are used to indicate the existence of one or more elements / components / etc.; the terms “including” and “having” are used to indicate an open-ended meaning of inclusion and that other elements / components / etc. may exist in addition to the listed elements / components / etc.

[0052] This utility model embodiment provides a range-extended powertrain device, such as... Figure 2-5As shown, the assembly includes a generator assembly 1, a drive component 2, a reducer 3, and a housing 4. The drive component 2 includes a first drive motor 21 and a second drive motor 22 symmetrically arranged. The housing 4 includes a first mounting cavity 401 for mounting the generator assembly 1, a second mounting cavity 402 for mounting the first drive motor 21, a third mounting cavity 403 for mounting the second drive motor 22, and a fourth mounting cavity 404 for mounting the reducer 3. The reducer 3 is connected to the first drive motor 21 and the second drive motor 22. The third mounting cavity 403 and the second mounting cavity 402 are symmetrically arranged on the left and right sides of the housing 4. The first mounting cavity 401 and the second mounting cavity 402 are arranged on the same side. One end of the fourth mounting cavity 404 is located between the second mounting cavity 402 and the third mounting cavity 403, and the other end extends away from the first mounting cavity 401. This application innovatively develops a housing 4 that integrates the generator assembly 1, the first drive motor 21, the second drive motor 22, and the reducer 3 into a single unit. This not only reduces the number of housings but also eliminates the need for a separate cooling system, reducing the powertrain weight by approximately 10% and simultaneously lowering costs. The reduced powertrain weight leads to a lighter front axle, allowing for smaller specifications for suspension, brake, and other components. Therefore, by effectively integrating the generator assembly 1, the first drive motor 21, the second drive motor 22, and the reducer 3, this application significantly reduces system weight and development costs, resulting in a more compact powertrain structure. This reduces the space occupied in the front compartment, effectively decreasing vehicle width, height, and front overhang dimensions, which is beneficial for overall vehicle design and allows for application in smaller vehicle models, such as sedans.

[0053] In a preferred embodiment of this utility model, such as Figure 2-4 The housing 4 shown includes a first housing portion 41 for mounting the generator assembly 1 and the first drive motor 21. The first housing portion 41 includes a first mounting cavity 401, a second mounting cavity 402, and a linear connecting cavity 400 connecting the first mounting cavity 401 and the second mounting cavity 402. One end of the linear connecting cavity 400 is connected to the first mounting cavity 401, and the other end of the linear connecting cavity 400 is inclined upward and away from the first mounting cavity 401 and connected to the second mounting cavity 402, so that the second mounting cavity 402 and the first mounting cavity 401 are vertically distributed. Figure 2-4 As shown, if the generator assembly 1 is in front and the first drive motor 21 is behind, the linear connection cavity 400 not only realizes the connection between the first mounting cavity 401 and the second mounting cavity 402, enabling the generator assembly 1 and the first drive motor 21 to be integrated into the first housing part 41, but also allows the first drive motor 21 to be located above the rear side of the generator assembly 1, making full use of the space in the Z direction, greatly reducing the size of the powertrain in the X direction, and effectively reducing the size of the entire powertrain device in the X direction.

[0054] In a preferred embodiment of this utility model, such as Figure 2-4 The first housing portion 41 shown includes a first housing body 411 and a first end cap 412. The first housing body 411 has a first opening on the side away from the second drive motor 22. The first end cap 412 covers the first opening. The first end cap 412 and the first housing body 411 together form a first mounting cavity 401, a linear connection cavity 400, and a second mounting cavity 402. The generator assembly 1 is inserted into and connected to the first mounting cavity 401 through the first opening, and the first drive motor 21 is inserted into and connected to the second mounting cavity 402 through the first opening. Figure 4 As shown, this application designs the first housing part 41 as two parts: the first housing body 411 and the first end cover 412. During installation, the generator assembly 1 and the first drive motor 21 are simply inserted into the corresponding first mounting cavity 401 and second mounting cavity 402 through the first opening on the left side of the first housing body 411 to the set position, and then the first housing body 411 and the first end cover 412 are assembled. The first housing part 41 eliminates the problem of separately molding the generator assembly 1, the first drive motor 21 and the second drive motor 22 in the prior art. Moreover, the structure of the first housing part 41 is simple, the molding cost is low and the installation is convenient, which effectively improves the processing efficiency and reduces the processing cost.

[0055] In a preferred embodiment of this utility model, such as Figure 2-4 The housing 4 shown also includes a second housing portion 42 for mounting the second drive motor 22. The second housing portion 42 includes a second housing body 421 and a second end cap 422. The second housing body 421 has a second opening on the side away from the first drive motor 21. The second end cap 422 covers the second opening and, together with the second housing body 421, forms a third mounting cavity 403 for mounting the second drive motor 22. The second drive motor 22 is inserted through the second opening and connected to the third mounting cavity 403. The drive end of the first drive motor 21 extends through the second mounting cavity 402 towards the second drive motor 22, and the drive end of the second drive motor 22 extends through the second housing body 421 towards the drive end of the first drive motor 21. The drive shafts of the first drive motor 21 and the second drive motor 22 are collinear. In this application, the second housing portion 42 also adopts a detachable connection between the second housing body 421 and the second end cap 422, facilitating the installation and maintenance of the second drive motor 22. Furthermore, the projections of the second housing portion 42 and the first housing portion 41 on the horizontal plane are L-shaped, and the second mounting cavities 402 of the second housing portion 42 and the first housing portion 41 correspond to each other, making the first drive motor 21 and the second drive motor 22 symmetrical from left to right, and the drive shafts of the first drive motor 21 and the second drive motor 22 are collinear. This design facilitates the installation of the reducer 3 and can ensure the efficient transmission of driving force and the balance of driving force of the left and right wheels.

[0056] In a preferred embodiment of this utility model, such as Figure 2-4 The housing 4 shown also includes a third housing portion 43 for mounting the reducer 3. The third housing portion 43 includes a first half-shell 431 and a second half-shell 432. The first half-shell 431 is connected to the end of the first housing portion 41 near the first drive motor 21, and the drive end of the first drive motor 21 is inserted into the interior of the first half-shell 431. The second half-shell 432 is connected to the side of the second housing portion 42 near the second drive motor 22, and the drive end of the second drive motor 22 is inserted into the interior of the second half-shell 432. The first half-shell 431 and the second half-shell 432 together form a fourth mounting cavity 404. (As in this application...) Figure 4 As shown, by fixing the first half-shell 431 to the end of the first housing body 411 near the output shaft of the first drive motor 21, and fixing the second half-shell 432 to the end of the second housing body 421 near the output shaft of the second drive motor 22, the preferred structure is integrally formed, reducing the corresponding fixing and positioning structures, improving the positioning accuracy of the two drive motors, solving the problem of misalignment noise in the drive system caused by low positioning accuracy of the drive motors, and improving the overall NVH performance of the vehicle. In addition, the third housing part 43 is formed by merging the first half-shell 431 and the second half-shell 432 into two symmetrical half-shell structures. This structure facilitates the assembly of the drive motor and the reduction gear assembly, is simple in structure, easy to process, effectively reduces the number of parts, and can also improve the installation accuracy.

[0057] Preferably, the reducer 3 includes a first gear section 31 and a second gear section 32 arranged symmetrically on the left and right. The input shaft of the first gear section 31 is connected to the drive end of the first drive motor 21, and the input shaft of the second gear section 32 is connected to the second drive motor 22. The output shaft of the first gear section 31 is connected to a first drive half-shaft 8, and the output shaft of the second gear section 32 is connected to a second drive half-shaft 9. Both the first drive half-shaft 8 and the second drive half-shaft 9 are connected to wheels 10. Figure 2-4 As shown, the first drive motor 21 and the second drive motor 22 are symmetrical about left and right. The reducer 3 includes reduction gear sets corresponding to the two drive motors respectively. In this way, the first drive motor 21 and the second drive motor 22 can control their corresponding wheels independently and the driving force is balanced, which ensures the realization of the function of balanced driving force of left and right wheels and independent control of wheels.

[0058] In a preferred embodiment of this utility model, such as Figure 2-4The projection of the third housing portion 43 in the Z-direction is elliptical. The major axis of the third housing portion 43 extends obliquely away from the direction where the drive ends of the first drive motor 21 and the second drive motor 22 are located. The first housing 41 of this application can make full use of the vehicle body's Z-direction space. The drive shaft and output shaft of the third housing portion 43 are distributed from top to bottom, which on the one hand adapts to the position of the two drive motors, and on the other hand, further reduces the length of the entire housing 4 in the X-direction, reduces the length of the powertrain in the X-direction, and thus reduces the vehicle body length.

[0059] In a preferred embodiment of this utility model, such as Figure 2-4 The range-extended powertrain device shown also includes a control component 5, which includes a first controller 51 and a second controller 52. The first controller 51 is installed on the upper part of the housing 4 near the first mounting cavity 401 and the second mounting cavity 402, and is connected to the generator assembly 1 and the first drive motor 21. The second controller 52 is installed on the side of the housing 4 near the second drive motor 22, and is connected to the second drive motor 22. In this application, the first controller 51 is a dual-motor controller used to control the generator assembly 1 and the first drive motor 21. The first controller 51 can be connected to the position of the first housing part 41 above the first drive motor 21 using copper busbars, utilizing the Z-axis space, reducing the Y-axis dimension, and thus reducing the vehicle width. This allows for effective integration of the generator assembly 1 and the first drive motor 21, resulting in a more compact structure, reduced front compartment space occupation, and easier placement of more batteries. The second controller 52 is a single-motor controller used to control the second drive motor 22. It can be set below, above, or on the stator and rotor end faces of the second housing part 42, depending on the space available for different vehicle models. This application does not impose any restrictions on this arrangement.

[0060] In a preferred embodiment of this utility model, such as Figure 2-3 The range-extended powertrain shown also includes an engine 6, which is located outside the housing 4 and close to the generator assembly 1. The drive end of the engine 6 is connected to the drive end of the generator assembly 1. Figure 2-3 As shown, engine 6 is located on the right side of generator assembly 1. The stator and rotor of generator assembly 1 are directly connected to the torsional damper at the output end of engine 6. Engine 6 drives generator to generate electricity to provide energy to the whole vehicle. It should be noted that in this design, generator assembly 1 needs to match the speed of engine 6.

[0061] In addition, engine 6 includes an intake manifold, and a second controller 52 is located below the intake manifold, such as... Figure 2-4The engine 6 shown is located in the second housing 42, that is, the second controller 52 is installed on the stator and rotor end face of the second drive motor 22 and located below the intake manifold, making the main body more compact, improving the system mode, and the exhaust pipe does not need to be specially designed to avoid the distributed drive motor, reducing the exhaust pipe material and improving the aesthetics of the chassis layout.

[0062] In a preferred embodiment of this utility model, such as Figure 2-3 The range-extended powertrain device shown in Figure 5 also includes a speed-increasing component 7 disposed within the first mounting cavity 401. The speed-increasing component 7 includes a first speed-increasing assembly 71 and a second speed-increasing assembly 72. The first speed-increasing assembly 71 includes a first rotating shaft 711 connected to the generator assembly 1 and a first gear 712 connected to the first rotating shaft 711. The second speed-increasing assembly 72 includes a second rotating shaft 721 connected to the engine 6 and a second gear 722 connected to the second rotating shaft 721. The second gear 722 is meshed with the first gear 712. The diameter of the second gear 722 is larger than the diameter of the first gear 712. The power output from the engine 6 is transmitted to the generator assembly 1 via the second gear 722 and the first gear 712. Preferably, the stator and rotor of the generator assembly 1 are connected to the torsional damper at the output of the engine 6 via the speed-increasing component 7, increasing the overlap between the high-efficiency zones of the engine and the generator 6, thereby improving the working efficiency of the generator assembly 1.

[0063] This utility model embodiment provides a vehicle that includes a range-extended powertrain device as described above. The vehicle, having the aforementioned rear axle, also possesses the aforementioned functions and effects. By effectively integrating the generator assembly 1, the first drive motor 21, the second drive motor 22, and the reducer 3 through the housing 4, the X and Y dimensions of the powertrain device are significantly reduced, freeing up front compartment space and making the powertrain more compact. Vehicle height, width, and front overhang length are all reduced, facilitating overall vehicle design. Reducing the housing and cooling system lowers costs and powertrain weight by approximately 10%, while simultaneously reducing the weight of the front axle, suspension, brakes, and other components. Furthermore, the exhaust pipe does not need to be specially designed to avoid the distributed drive motors, reducing exhaust pipe material and improving the aesthetics of the chassis layout. This achieves cost reduction and efficiency improvement, enhancing the vehicle's overall performance, particularly its range, to meet users' needs for extended driving range.

[0064] In this embodiment of the invention, the term "multiple" refers to two or more, unless otherwise explicitly defined. The terms "install," "connect," and "fix" should be interpreted broadly. For example, "connect" can mean a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this embodiment of the invention based on the specific circumstances.

[0065] In the description of the embodiments of this utility model, it should be understood that the terms "upper" and "lower" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific direction or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0066] In the description of this specification, the terms "an embodiment," "a preferred embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0067] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. For those skilled in the art, the present utility model can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A range-extended powertrain device, characterized in that, include: Generator assembly (1); The drive unit (2) includes a first drive motor (21) and a second drive motor (22) arranged symmetrically. The reducer (3) is connected to the first drive motor (21) and the second drive motor (22); The housing (4) includes a first mounting cavity (401) for mounting the generator assembly (1), a second mounting cavity (402) for mounting the first drive motor (21), a third mounting cavity (403) for mounting the second drive motor (22), and a fourth mounting cavity (404) for mounting the reducer (3). The third mounting cavity (403) and the second mounting cavity (402) are symmetrically arranged on the housing (4). The first mounting cavity (401) and the second mounting cavity (402) are arranged on the same side. One end of the fourth mounting cavity (404) is located between the second mounting cavity (402) and the third mounting cavity (403), and the other end extends away from the first mounting cavity (401).

2. The range-extended powertrain device according to claim 1, characterized in that, The housing (4) includes a first housing portion (41) for mounting the generator assembly (1) and the first drive motor (21). The first housing portion (41) includes a first mounting cavity (401), a second mounting cavity (402), and a linear connecting cavity (400) connecting the first mounting cavity (401) and the second mounting cavity (402). One end of the linear connecting cavity (400) is connected to the first mounting cavity (401), and the other end of the linear connecting cavity (400) is inclined upward and away from the first mounting cavity (401) and connected to the second mounting cavity (402), so that the second mounting cavity (402) and the first mounting cavity (401) are distributed vertically.

3. The range-extended powertrain device according to claim 2, characterized in that, The first housing portion (41) includes a first housing body (411) and a first end cap (412). The first housing body (411) has a first opening on the side away from the second drive motor (22). The first opening is covered by the first end cap (412). The first end cap (412) and the first housing body (411) together form the first mounting cavity (401), the linear connection cavity (400), and the second mounting cavity (402). The generator assembly (1) is inserted into and connected to the first mounting cavity (401) through the first opening. The first drive motor (21) is inserted into and connected to the second mounting cavity (402) through the first opening.

4. The range-extended powertrain device according to claim 3, characterized in that, The housing (4) further includes a second housing portion (42) for mounting the second drive motor (22). The second housing portion (42) includes a second housing body (421) and a second end cap (422). The second housing body (421) has a second opening on the side away from the first drive motor (21). The second end cap (422) covers the second opening and surrounds the second housing body (421) to form the third mounting cavity (403) for mounting the second drive motor (22). The second drive motor (22) is inserted through the second opening and connected to the third mounting cavity (403). The drive end of the first drive motor (21) extends through the second mounting cavity (402) toward the second drive motor (22), the drive end of the second drive motor (22) extends through the second housing body (421) toward the drive end of the first drive motor (21), and the drive shafts of the first drive motor (21) and the second drive motor (22) are collinear.

5. The range-extended powertrain device according to claim 4, characterized in that, The housing (4) further includes a third housing portion (43) for mounting the reducer (3), the third housing portion (43) comprising: The first half-shell (431) is connected to one end of the first housing part (41) near the first drive motor (21), and the drive end of the first drive motor (21) is inserted into the interior of the first half-shell (431). The second half-shell (432) is connected to the side of the second housing part (42) near the second drive motor (22), and the drive end of the second drive motor (22) is inserted into the interior of the second half-shell (432); The first half-shell (431) and the second half-shell (432) together form the fourth mounting cavity (404).

6. The range-extended powertrain device according to claim 5, characterized in that, The projection of the third housing part (43) in the Z direction is elliptical, and the major axis of the third housing part (43) extends obliquely away from the generator assembly (1) from the direction where the drive ends of the first drive motor (21) and the second drive motor (22) are located.

7. The range-extended powertrain device according to claim 1, characterized in that, It also includes a control component (5), which includes: The first controller (51) is installed on the upper side of the housing (4) near the first mounting cavity (401) and the second mounting cavity (402), and is connected to the generator assembly (1) and the first drive motor (21); The second controller (52) is installed on the side of the housing (4) near the second drive motor (22) and is connected to the second drive motor (22).

8. The range-extended powertrain device according to claim 7, characterized in that, Also includes: An engine (6) is located on the outside of the housing (4) and close to the generator assembly (1), and the drive end of the engine (6) is connected to the drive end of the generator assembly (1). The engine (6) includes an intake manifold, and the second controller (52) is located below the intake manifold.

9. The range-extended powertrain device according to claim 8, characterized in that, It also includes a speed-increasing component (7) disposed within the first mounting cavity (401), the speed-increasing component (7) comprising: The first speed-increasing component (71) includes a first rotating shaft (711) connected to the generator assembly (1) and a first gear (712) connected to the first rotating shaft (711); The second speed-increasing component (72) includes a second shaft (721) connected to the engine (6) and a second gear (722) connected to the second shaft (721), wherein the second gear (722) is meshed with the first gear (712); The diameter of the second gear (722) is larger than the diameter of the first gear (712).

10. A vehicle, characterized in that, Includes the range-extended powertrain device as described in any one of claims 1-9.

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