Power assembly and vehicle

Abstract

The utility model relates to a power assembly and a vehicle. The power assembly comprises a first prime mover, a second prime mover, a third prime mover and a shell. The first prime mover is used for outputting first power. The second prime mover is used for outputting the second power or converting the first power into energy. The third prime mover is used for outputting third power. A housing is for housing at least portions of the first, second, and third prime movers. The first prime mover, the second prime mover and the third prime mover are all fixedly connected to the shell. According to the technical scheme, a plurality of power output devices including the first prime mover, the second prime mover and the third prime mover are integrated in the shell, the position distribution of the first prime mover, the second prime mover and the third prime mover in the space is more concentrated, and the space integration degree is improved.

Description

Technical Field

[0001] This application relates to the field of powertrain technology, and more particularly to a powertrain and a vehicle. Background Technology

[0002] In related technologies, multiple components of a vehicle's powertrain are mounted to the vehicle's frame via mounts. In hybrid vehicles and similar models, the powertrain typically includes a generator assembly and an electric drive assembly. The generator assembly usually houses the engine and generator, while the electric drive assembly typically houses the electric motor. Due to the structural characteristics of hybrid vehicle powertrains, mounts are required on both the generator assembly and the electric drive assembly, which increases the space allocated for powertrain installation within the vehicle. Utility Model Content

[0003] This application provides a powertrain and vehicle that improves the spatial integration of the powertrain, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a powertrain is provided, comprising:

[0005] The primary motor is used to output the primary power.

[0006] The second prime mover is used to output a second power or convert the first power into energy;

[0007] The third prime mover is used to output a third power source;

[0008] A housing for accommodating at least a portion of the first prime mover, the second prime mover, and the third prime mover;

[0009] The first prime mover, the second prime mover, and the third prime mover are all connected to the outer casing.

[0010] Optionally, in some embodiments of this application, the housing includes:

[0011] The first shell has a first accommodating space;

[0012] The first prime mover and the second prime mover are disposed in the first accommodating space.

[0013] Optionally, in some embodiments of this application, the housing further includes:

[0014] The second shell forms a second accommodating space;

[0015] The third prime mover is disposed in the second accommodating space.

[0016] Optionally, in some embodiments of this application, the first housing and the second housing are fixedly connected.

[0017] Optionally, in some embodiments of this application, the powertrain further includes:

[0018] A connecting component for connecting the first housing and the second housing into a single unit.

[0019] Optionally, in some embodiments of this application, the connection component includes:

[0020] A fixing bolt is at least partially embedded in at least one of the first housing and the second housing;

[0021] The first housing and the second housing are fixedly connected by the fixing bolts.

[0022] Optionally, in some embodiments of this application, the connection component includes:

[0023] An adjustment shim is disposed between the first housing and the second housing to fill the first type of gap between the first housing and the second housing.

[0024] Optionally, in some embodiments of this application, the fixing bolt includes: a first type of bolt;

[0025] The adjusting shim is fitted onto the fixing bolt.

[0026] Optionally, in some embodiments of this application, the connection component further includes:

[0027] A locating pin is disposed between the first housing and the second housing to fill a second type of gap between the first housing and the second housing.

[0028] Optionally, in some embodiments of this application, the two different parts of the positioning pin are respectively embedded in the first housing and the second housing.

[0029] Optionally, in some embodiments of this application, the fixing bolt further includes: a second type of bolt;

[0030] The positioning pin is sleeved on the fixing bolt.

[0031] Optionally, in some embodiments of this application, the first housing is provided with a first positioning surface on the side near the second housing;

[0032] The second housing has a second positioning surface on the side near the first housing;

[0033] The first positioning surface and the second positioning surface are in surface contact.

[0034] Optionally, in some embodiments of this application, the housing further includes:

[0035] A suspension connection for connecting the housing to the vehicle's suspension.

[0036] Optionally, in some embodiments of this application, the suspension connection is formed on the surface of the housing.

[0037] Optionally, in some embodiments of this application, the powertrain further includes:

[0038] The fourth prime mover is used to output the fourth power.

[0039] The fourth prime mover is fixedly connected to the outer casing.

[0040] Optionally, in some embodiments of this application, the third prime mover and the fourth prime mover form a power coupling.

[0041] Optionally, in some embodiments of this application, at least one of the third prime mover and the fourth prime mover is configured as an electric motor.

[0042] Optionally, in some embodiments of this application, the first prime mover is configured as an ISG motor.

[0043] Optionally, in some embodiments of this application, the second prime mover is configured as an engine.

[0044] According to a second aspect of this application, a vehicle is provided, including the powertrain described above.

[0045] The beneficial effects of this application are: it provides a powertrain, suspension assembly, and vehicle with a high degree of spatial integration.

[0046] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0047] The powertrain provided in this application integrates multiple power output devices, including a first prime mover, a second prime mover, and a third prime mover, into a housing. This results in a more concentrated spatial distribution of the first, second, and third prime movers, improving spatial integration. In practical applications, the first, second, and third prime movers can be used as engines, generators, electric motors, etc., respectively. Considering that powertrains are often mounted to the vehicle frame via suspension mounts, compared to related technologies where these devices are separated and assembly gaps are set between devices to accommodate vibration and displacement, the powertrain provided in this application reduces or even eliminates the assembly gap between the electric drive assembly and the power generation system assembly. Simultaneously, the number of mounts required on the housing can also be reduced accordingly.

[0048] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0051] Figure 1 This is an exploded view of the powertrain provided in the exemplary embodiments of this application from a first-person perspective;

[0052] Figure 2 This is an exploded view of the powertrain provided in the exemplary embodiments of this application from a second perspective;

[0053] Figure 3 This is a structural schematic diagram of a portion of the powertrain provided in an exemplary embodiment of this application;

[0054] Figure 4 This is an exploded view of another part of the powertrain structure provided in the exemplary embodiments of this application;

[0055] Figure 5 This is a structural schematic diagram of the powertrain provided in an exemplary embodiment of this application from a third perspective;

[0056] Figure 6 This is a schematic diagram of the vehicle structure provided in an exemplary embodiment of this application.

[0057] Explanation of reference numerals in the attached figures:

[0058] 10. Vehicles;

[0059] 100. Powertrain; 100a. Perforation;

[0060] 110. Power generation system assembly;

[0061] 120. Dual electric drive assembly;

[0062] 121. Dual-electric drive left end cover; 121a. First left locking part; 121b. Second left locking part;

[0063] 122. Dual-electric drive main housing; 122a. First main locking unit; 122b. Second main locking unit; 122c. Third main locking unit; 122d. Fourth main locking unit; 122e. Fifth main locking unit;

[0064] 123. Right end cover of dual electric drive; 123a. First right locking part;

[0065] 130. Outer shell; 131. First shell; 132. Second shell; 132a. Shell body; 132b. First end cap; 132c. Second end cap; 132d. Second positioning surface; 133. Suspension connection part;

[0066] 140. Fixing bolt; 141. Class I bolt; 142. Class II bolt;

[0067] 150. Adjust the shims;

[0068] 160. Locating pin;

[0069] 11. First suspension; 12. Second suspension; 13. Third suspension; 14. Fourth suspension; 15. Fifth suspension; 16. Sixth suspension. Detailed Implementation

[0070] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0071] According to the first aspect of this application, referring to Figures 1 to 5As shown, a powertrain 100 is provided, which can be used as at least part of a device such as a hybrid vehicle, that is, the powertrain 100 can be integrated into a vehicle for use. Of course, depending on actual usage needs, the powertrain 100 can also be used as a device such as other means of transportation or power output devices, and this application does not limit it in this regard.

[0072] The powertrain 100 includes: a first prime mover, a second prime mover, a third prime mover, and a housing 130.

[0073] The first prime mover is used to output the first motive force. The second prime mover is used to output the second motive force or convert the first motive force into energy. The third prime mover is used to output the third motive force.

[0074] Specifically, the first and second prime movers can be integrated into a power generation system assembly 110. This power generation system assembly 110 can be used as part of a hybrid vehicle to output power, for example, by the first prime mover outputting power to the wheels to drive them. Alternatively, in specific applications, the power generation system assembly 110 can also be used as part of a range-extended vehicle to generate electricity. The third prime mover can be used as an electric drive assembly to output power. That is, by configuring the first, second, and third prime movers in the powertrain 100, the powertrain 100 can be applied to hybrid vehicles, thereby enabling power to be output to parts of the vehicle such as the tires in different ways.

[0075] The housing 130 in this application is used to accommodate at least a portion of the first prime mover, the second prime mover, and the third prime mover, all of which are connected to the housing 130. As an example, the first prime mover, the second prime mover, and the third prime mover are all fixedly connected to the housing 130, such that the first prime mover, the second prime mover, and the third prime mover are integrated into a single unit through the housing 130.

[0076] Understandably, by integrating multiple power output devices, including the first prime mover, the second prime mover, and the third prime mover, into the housing 130, the spatial distribution of the first prime mover, the second prime mover, and the third prime mover is more concentrated, thus improving the spatial integration.

[0077] Understandably, in the relevant technology, the electric drive assembly and the power generation system assembly 110 are set separately and are mounted on the vehicle frame through different mounts. Considering that the drive assembly and the power generation system assembly 110 are affected by the vibration transmitted from the frame during use, the components of the electric drive assembly and the power generation system assembly 110 need to reserve corresponding dynamic envelope gaps. That is, the electric drive assembly and the power generation system assembly 110 are inevitably set apart, which makes the space occupied by the power generation system assembly 110 larger and the space utilization rate of the vehicle limited.

[0078] In practical applications, the powertrain 100 provided in this application can be used as an engine, generator, and electric motor, respectively, by the first prime mover, the second prime mover, and the third prime mover. Considering that the powertrain 100 is often mounted on the vehicle frame by a suspension mount, compared with the related technology where these devices are set separately and assembly gaps are set between the devices to accommodate vibration and displacement of different devices, the powertrain 100 provided in this application reduces or even eliminates the assembly gap between the electric drive assembly and the power generation system assembly 110. At the same time, the number of suspension mounts that need to be configured on the housing 130 can also be reduced accordingly, thereby achieving the purpose of reducing costs and meeting the requirements of vehicle lightweighting.

[0079] Of course, considering the actual use scenario, in order to assemble the first prime mover, the second prime mover, the third prime mover and other components of the powertrain 100 into different positions of the housing 130 to complete the assembly, the housing 130 can be configured into multiple different parts to accommodate the positioning and installation of different components in different positions of the housing 130.

[0080] Specifically, refer to Figure 1 and Figure 2 As shown, the outer casing 130 includes: a first casing 131 forming a first receiving space. A first prime mover and a second prime mover are disposed within the first receiving space.

[0081] For example, in some embodiments, the first prime mover and the second prime mover are integrated into the first housing 131 as part of the power generation system assembly 110.

[0082] The first prime mover and the second prime mover may each have their own housing, and then be installed into the first receiving space of the first housing 131 through their respective housings. Alternatively, the first housing 131 may also serve as at least part of the housing of the first prime mover and the second prime mover, thereby integrating the first prime mover and the second prime mover into a single unit.

[0083] For example, if the first prime mover and the second prime mover are used as the engine or generator of the power generation system assembly 110, the crankshaft and other components of the engine, as well as the stator and other components of the generator, can be installed in the first housing 131, so that the first housing 131 is used as a common housing for the generator and the engine. Alternatively, the crankshaft and other components of the engine can be installed on one housing, and the stator and other components of the generator can be installed on another housing, and then the housing of the engine and the housing of the generator can be integrated and installed on the first housing 131 to achieve the integration of the engine and the generator on the first housing 131.

[0084] In some specific embodiments, the first prime mover can be an engine, that is, the first prime mover can be a device in the powertrain 100 of a hybrid vehicle that uses fuel combustion to output power to components such as the vehicle's wheels, and it is integrated into the powertrain 100 as part of the power generation system assembly 110. Alternatively, the first prime mover can be part of a device in the powertrain 100 of a range-extended vehicle used to charge the battery during operation, such as an engine in a range-extended vehicle, which drives a generator through fuel combustion, and subsequently charges the battery by transmitting the electrical energy generated by the generator to the vehicle's battery.

[0085] In some specific designs, the second prime mover can be a generator. In more specific designs, the main shaft of the generator is connected to the rotor to form a force-transmitting connection with the crankshaft of the engine, thereby driving the rotor to rotate when the engine is running, and in turn driving the generator to work when the engine is running. The generator can be connected to the vehicle's battery / lithium battery and other components to charge these batteries that serve as power sources.

[0086] Although this application illustrates the function of converting the first power into energy by using an electric motor as an example of the second prime mover, the second prime mover can also be configured as other types of devices. For example, the second prime mover can also be configured as an ISG motor, which stands for Integrated Starter Generator. In different application scenarios, it can be used as an electric motor or a generator so that when connected to an engine, it can convert the first power into energy, or output a second power to the engine crankshaft to make the engine work.

[0087] In some embodiments, to enable the integration of the third prime mover into the powertrain 100, the housing 130 further includes a second housing 132. The second housing 132 forms a second receiving space, and the third prime mover is disposed within the second receiving space so that the third prime mover can be integrated into the housing 130.

[0088] The third prime mover may have its own housing and be installed into the first receiving space of the first housing 131 through its own housing. Alternatively, the first housing 131 may also serve as at least part of the housing of the third prime mover, thereby integrating the third prime mover into the second receiving space.

[0089] For example, the third prime mover can be part of the electric drive assembly. More specifically, the third prime mover can be an electric motor connected to the vehicle's wheels to output a third power to the wheels, driving them to rotate. Thus, the powertrain 100 includes both a power generation system assembly 110 that outputs power using fuel combustion and an electric drive assembly that directly converts electrical energy into mechanical energy to output power, enabling the powertrain 100 to be integrated into a hybrid vehicle.

[0090] In a specific design, to assemble at least a portion of the first prime mover, second prime mover, and third prime mover into the housing 130, the first housing 131 and the second housing 132 may each include different parts, exposing a first or second accommodating space when these different parts are separated. This facilitates the installation of the first prime mover, second prime mover, and third prime mover into the interior of the first housing 131 or the second housing 132. After the aforementioned different parts are assembled to form the first housing 131 or the second housing 132, the first prime mover, second prime mover, and third prime mover are integrated into the interior of the housing 130.

[0091] As an example of a specific solution, refer to Figure 1 and Figure 2 As shown, the second housing 132 includes, for example, a housing body 132a, a first end cap 132b, and a second end cap 132c. The housing body 132a has open sides to expose a second receiving space, allowing the third prime mover to be placed within it. The first end cap 132b and the second end cap 132c are respectively fixed to the open sides of the housing body 132a to close these sides, thus protecting the third prime mover within the second receiving space.

[0092] It is understood that the first prime mover and the second prime mover mentioned in this application being located within the first receiving space can refer to at least a portion of the first prime mover and the second prime mover being located within the first receiving space, that is, another portion of the first prime mover and the second prime mover can extend outside the first receiving space to connect with other equipment on the vehicle. Correspondingly, the third prime mover mentioned in this application being located within the second receiving space can refer to at least a portion of the third prime mover being located within the second receiving space.

[0093] Although this application illustrates the function of housing 130 in integrating an electric drive assembly by integrating a third prime mover, it does not imply that housing 130 can only be used to integrate a third prime mover. For example, for a dual electric drive assembly 120 integrating two motors, housing 130 can integrate and install more components.

[0094] In some embodiments, the powertrain 100 further includes a fourth prime mover. The fourth prime mover is used to output a fourth power source. The fourth prime mover is fixedly connected to the housing 130, and may also be integrated into the housing 130 as part of an electric drive assembly, thereby enabling the electric drive assembly to output power externally using both the third and fourth prime movers. In a specific embodiment, the second receiving space is also used to receive the fourth prime mover, meaning that at least a portion of the fourth prime mover is disposed within the receiving space.

[0095] In one alternative, the third and fourth prime movers are connected, for example, to two different tires on the vehicle to output power to different tires respectively.

[0096] In another alternative scheme, the third and fourth prime movers form a power coupling, meaning that the power generation system assembly 110 can output third and fourth power through power coupling. Of course, the third and fourth prime movers can also be power decoupled so that only the third or fourth power is output. As an example of a specific structure for realizing the power coupling and decoupling of the third and fourth prime movers, a clutch may be provided between the power output portions of the third and fourth prime movers. This application does not involve improvements to specific structures for realizing the power coupling and decoupling of the third and fourth prime movers, such as clutches; the specific structure and principle of clutches will not be elaborated here.

[0097] In the specific design, at least one of the third and fourth prime movers is an electric motor. For example, both the third and fourth prime movers are electric motors, and the third and fourth prime movers are combined to form at least a part of the dual electric drive assembly 120 to enhance the power output capability of the powertrain 100.

[0098] In some embodiments, the first housing 131 and the second housing 132 are fixedly connected, thereby integrating the first prime mover, the second prime mover and the third prime mover into a whole. In specific applications, the power generation system assembly 110 and the electric drive assembly of the powertrain 100 are integrated into a whole through the first housing 131 and the second housing 132, and jointly bear the vibrations experienced during vehicle use. The power generation system assembly 110 and the electric drive assembly do not need to be separated, so as to reduce the space occupied by the powertrain 100 when used in vehicles and other equipment.

[0099] In an optional configuration, the first housing 131 and the second housing 132 can be integrated into a single unit through integral molding, welding, or other methods.

[0100] In some alternative solutions, the first housing 131 and the second housing 132 can be two different parts, connected as a whole by locking other components. For example, the powertrain 100 also includes a connecting assembly. This connecting assembly is used to connect the first housing 131 and the second housing 132 as a whole; that is, the connecting assembly can lock the first housing 131 and the second housing 132. This solution facilitates the adaptation of the first housing 131 and the second housing 132 to the structural differences between the power generation system assembly 110 and the electric drive assembly, and then the connection of the first housing 131 and the second housing 132.

[0101] As an exemplary description of a specific scheme for connecting the first housing 131 and the second housing 132, in some embodiments, reference is made to... Figure 1 As shown, the connecting assembly includes: a fixing bolt 140.

[0102] In this configuration, the fixing bolt 140 is at least partially embedded in at least one of the first housing 131 and the second housing 132. The first housing 131 and the second housing 132 are fixedly connected by the fixing bolt 140. That is, one or more fixing bolts 140 can be arranged between the first housing 131 and the second housing 132, and the first housing 131 and the second housing 132 are fixed by a threaded connection, forming a rigid connection between the first housing 131 and the second housing 132. The rigid connection mentioned in this application is in contrast to an elastic connection where a component such as a spring is placed between the two housings, allowing for a large relative range of motion. During use, the relative range of motion between the first housing 131 and the second housing 132 is negligible, making the connection between the first housing 131 and the second housing 132 stable.

[0103] In a more specific embodiment, a through hole 100a for the fixing bolt 140 to pass through can be formed on the first housing 131 and the second housing 132, or a threaded hole that mates with the fixing bolt 140 can be formed, so that after the fixing bolt 140 passes through the through hole 100a, it can be locked by screwing into the threaded hole or by engaging with an additional nut.

[0104] The surfaces of the first housing 131 and the second housing 132 can contact each other to further reduce the gap between the power generation system assembly 110 and the electric drive assembly, thereby improving the spatial integration of the powertrain 100.

[0105] In some embodiments, refer to Figure 5As shown, the first housing 131 has a first positioning surface on the side near the second housing 132. Correspondingly, the second housing 132 has a second positioning surface 132d on the side near the first housing 131. The first positioning surface and the second positioning surface 132d form a surface contact, with the first positioning surface directly opposite the second positioning surface 132d. The first positioning surface is not shown in the accompanying drawings. It can be understood that the first positioning surface and the second positioning surface 132d can serve as a positioning reference when assembling the first housing 131 and the second housing 132, and the surface contact between the first positioning surface and the second positioning surface 132d ensures stable positioning between the first housing 131 and the second housing 132.

[0106] In a more specific embodiment, holes can be formed at corresponding positions on the first positioning surface and the second positioning surface 132d. These holes allow the fixing bolt 140 to pass through. That is, the first positioning surface and the second positioning surface 132d can also be used to position the fixing bolt 140. At the position where the fixing bolt 140 locks the first housing 131 and the second housing 132, the first housing 131 and the second housing 132 form a surface contact, ensuring the connection strength between the fixing bolt 140 and the first housing 131 and the second housing 132.

[0107] Since the first housing 131 and the second housing 132 can be adapted to the structural designs of the power generation system assembly 110 and the motor assembly respectively, the areas of the surfaces of the first housing 131 and the second housing 132 that are close to each other may be small when they are joined, which limits the positioning accuracy and connection stability of the first housing 131 and the second housing 132. This problem can be improved by different solutions. Several alternative solutions will be shown below to improve the connection stability of the first housing 131 and the second housing 132.

[0108] In one alternative embodiment, refer to Figure 3 As shown, the connecting assembly includes: adjusting shim 150.

[0109] The adjusting shim 150 is disposed between the first housing 131 and the second housing 132 to fill the first type of gap between the first housing 131 and the second housing 132. By disposing of the adjusting shim 150 between the first housing 131 and the second housing 132, when the first housing 131 and the second housing 132 are locked by the connecting assembly, the surfaces of the first housing 131 and the second housing 132 can respectively abut against the adjusting shim 150, thereby reducing the possibility of relative displacement of the first housing 131 and the second housing 132 at the first type of gap.

[0110] In the specific plan, refer to Figure 3As shown, the fixing bolt 140 includes a first type of bolt 141. An adjusting shim 150 is fitted onto the fixing bolt 140, meaning the first type of bolt 141 can be used to limit the position of the adjusting shim 150.

[0111] In another alternative embodiment, refer to Figure 4 As shown, the connecting component also includes: a positioning pin 160.

[0112] The locating pin 160 is disposed between the first housing 131 and the second housing 132 to fill the second type of gap between them. By providing the locating pin 160 between the first housing 131 and the second housing 132, when the first housing 131 and the second housing 132 are locked using the connecting assembly, the surfaces of the first housing 131 and the second housing 132 can respectively abut against the locating pin 160, thereby reducing the possibility of relative displacement between the first housing 131 and the second housing 132 at the second type of gap.

[0113] In some embodiments, the two different parts of the positioning pin 160 are respectively embedded in the first housing 131 and the second housing 132. That is, holes for the positioning pin 160 to be inserted can be provided on the first housing 131 and the second housing 132 so as to achieve the positioning and installation of the first housing 131 and the second housing 132 by means of the positioning pin 160.

[0114] In the specific plan, refer to Figure 4 As shown, the fixing bolt 140 also includes a second type of bolt 142. A locating pin 160 is sleeved on the fixing bolt 140 so that the second type of bolt 142 can be used to define the position of the locating pin 160.

[0115] It is understood that the first and second types of intervals are merely used to indicate the different positions of the positioning pin 160 and the adjusting shim 150 in the space between the first housing 131 and the second housing 132, and are not the only limitation on the specific spatial positions of the first and second types of intervals themselves between the first housing 131 and the second housing 132. Only the positioning pin 160 or the adjusting shim 150 may be provided between the first housing 131 and the second housing 132, or the positioning pin 160 and the adjusting shim 150 may be provided at different positions in the space between the first housing 131 and the second housing 132 according to actual usage requirements.

[0116] For the powertrain 100, it is typically connected to the vehicle frame via multiple mounts. In some embodiments, the housing 130 further includes a mount connection 133. The mount connection 133 is used to connect the housing 130 to the vehicle mounts to provide a buffering effect between the powertrain 100 and the vehicle frame using the mounts.

[0117] In a specific embodiment, the suspension connection portion 133 is formed on the surface of the housing 130. The suspension connection portion 133 can be disposed on, for example, the first housing 131 or the second housing 132, and located on the side of the surfaces of the first housing 131 and the second housing 132 that are close to each other, facilitating the mounting of the suspension onto the housing 130. As an example of this specific embodiment, the suspension connection portion 133 can be, for example, a threaded hole formed on the surface of the first housing 131 or the second housing 132, i.e., the suspension is threadedly fixed to the surface of the housing 130.

[0118] Understandably, since both the power generation system assembly 110 and the drive assembly are integrated on the housing 130, the number of mounts required on the housing 130 is relatively small. For example, in related technologies where the power generation system assembly 110 and drive assembly are separate, three mounts are often required on each assembly, meaning that the powertrain 100 requires eight mounts when assembled to the vehicle frame. However, the power generation system assembly 110 provided in this application can have only six mounts on the housing 130, meaning that six mount connection portions 133 can be formed on the surface of the housing 130. Each mount shares the buffering function for the powertrain 100, reducing the number of mounts used and thus lowering manufacturing and usage costs.

[0119] According to the second aspect of this application, referring to Figure 6 As shown, a vehicle 10 is provided, including the powertrain 100 as described above. The vehicle 10 has all the beneficial effects of the powertrain 100 described above, which will not be repeated here.

[0120] The vehicle 10 may be, for example, a hybrid vehicle, etc., but this application does not specifically limit it.

[0121] To facilitate understanding of the technical solution of this application, the following provides a specific embodiment of the powertrain 100 applied to a vehicle 10. It should be understood that the following detailed description should be considered as an exemplary illustration of the specific implementation of the technical solution of this application, and not as the sole limitation of the specific solution of this application.

[0122] The powertrain 100 in one specific embodiment of this application includes a power generation system assembly 110 and a dual-motor assembly. The accompanying drawings of this application only illustrate the corresponding housings of the power generation system assembly 110 and the dual-motor assembly, namely the first housing 131 and the second housing 132 mentioned above, and do not show the first prime mover, the second prime mover, the third prime mover, and the fourth prime mover suitable for installation in the corresponding housings.

[0123] Reference Figures 1 to 5As shown, the dual electric drive assembly 120 consists of a dual electric drive left end cover 121, a dual electric drive main housing 122, and a dual electric drive right end cover 123. The dual electric drive main housing 122 is the housing body 132a mentioned above, the dual electric drive left end cover 121 is the first end cover 132b mentioned above, and the dual electric drive right end cover 123 is the second end cover 132c mentioned above.

[0124] The left end cover 121 of the dual electric drive is provided with a first left locking part 121a and a second left locking part 121b for mounting the first type of bolt 141 and the adjusting shim 150, so that the left end cover 121 of the dual electric drive is fixed to the power generation system assembly 110 at the first left locking part 121a and the second left locking part 121b.

[0125] The dual-drive main housing 122 is provided with a first main locking part 122a and a second main locking part 122b for mounting the second type of bolt 142 and the positioning pin 160. The dual-drive main housing 122 is also provided with a third main locking part 122c and a fourth main locking part 122d for mounting the first type of bolt 141 and the adjusting shim 150. The aforementioned second positioning surface 132d is formed on the dual-drive main housing 122. The second positioning surface 132d also has holes for the fixing bolt 140 to pass through. The area where the holes are located serves as the fifth main locking part 122e, so that the dual-drive main housing 122 is fixed to the power generation system assembly 110 at the first main locking part 122a, the second main locking part 122b, the third main locking part 122c, the fourth main locking part 122d and the second positioning surface 132d.

[0126] The right end cover 123 of the dual electric drive is provided with a first right locking part 123a for mounting the first type of bolt 141 and the adjusting shim 150, so that the left end cover 121 of the dual electric drive is fixed to the power generation system assembly 110 at the first right locking part 123a.

[0127] Because the dual electric drive main housing 122 is used to house and install the third and fourth prime movers, and the dual electric drive left end cover 121 and dual electric drive right end cover 123 are mainly used to close the ends of the dual electric drive main housing 122, the volume of the dual electric drive main housing 122 is relatively large and the area of ​​the bearing assembly is also large. Therefore, the dual electric drive main housing 122 has more parts that connect to the power generation system assembly 110. The thickness of the adjusting shim 150 can be flexibly set according to the interval between the first housing 131 and the second housing 132 at its location. This design prevents over-positioning problems caused by multiple positioning surfaces. Different positioning and mating methods such as positioning pin 160, second positioning surface 132d, and adjusting shim 150 are used at different mating positions between the power generation system assembly 110 and the dual electric drive assembly 120. This solves the risk of local stress on the housing contact surface, inaccurate bolt preload, and bolt loosening when the assembly surfaces of the power generation system assembly 110 and the dual electric drive assembly 120 are not on the same plane during cross-carrier installation.

[0128] The power generation system assembly 110 and the dual electric drive assembly 120 are assembled as a whole. The various parts of the powertrain 100 can share mounts and are connected and fixed to the vehicle frame through the first mount 11, the second mount 12, the third mount 13, the fourth mount 14, the fifth mount 15 and the sixth mount 16. Compared with the original scheme where the powertrain 100 is fixed to the frame by mounts alone, the number of mounts is reduced accordingly, achieving the purpose of cost reduction and weight reduction. At the same time, it solves the problem that each component needs to reserve corresponding dynamic envelope clearance space under the arrangement scheme where the powertrain 100 is fixed to the frame by mounts alone. It optimizes the layout space of the front compartment of the vehicle and solves the problem of insufficient vehicle assembly space.

[0129] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0130] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0131] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0132] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A powertrain (100), characterized in that, include: The primary motor is used to output the primary power. The second prime mover is used to output a second power or convert the first power into energy; The third prime mover is used to output a third power source; A housing (130) for accommodating at least a portion of the first prime mover, the second prime mover, and the third prime mover; The first prime mover, the second prime mover, and the third prime mover are all connected to the housing (130).

2. The powertrain (100) according to claim 1, characterized in that, The outer casing (130) includes: The first shell (131) has a first receiving space; The first prime mover and the second prime mover are disposed in the first accommodating space.

3. The powertrain (100) according to claim 2, characterized in that, The outer casing (130) also includes: The second shell (132) has a second receiving space; The third prime mover is located in the second accommodating space.

4. The powertrain (100) according to claim 3, characterized in that, The first housing (131) and the second housing (132) are fixedly connected.

5. The powertrain (100) according to claim 3, characterized in that, The powertrain (100) also includes: A connecting component for connecting the first housing (131) and the second housing (132) into a single unit.

6. The powertrain (100) according to claim 5, characterized in that, The connection component includes: A fixing bolt (140) is at least partially embedded in at least one of the first housing (131) and the second housing (132); The first housing (131) and the second housing (132) are fixedly connected by the fixing bolts (140).

7. The powertrain (100) according to claim 6, characterized in that, The connection component includes: An adjusting shim (150) is disposed between the first housing (131) and the second housing (132) to fill a first type of gap between the first housing (131) and the second housing (132).

8. The powertrain (100) according to claim 7, characterized in that, The fixing bolt (140) includes: a first type of bolt (141); The adjusting shim (150) is fitted onto the fixing bolt (140).

9. The powertrain (100) according to claim 7, characterized in that, The connection component also includes: A positioning pin (160) is disposed between the first housing (131) and the second housing (132) to fill a second type of gap between the first housing (131) and the second housing (132).

10. The powertrain (100) according to claim 9, characterized in that, The two different parts of the positioning pin (160) are embedded in the first housing (131) and the second housing (132).

11. The powertrain (100) according to claim 9, characterized in that, The fixing bolt (140) further includes: a second type of bolt (142); The positioning pin (160) is sleeved on the fixing bolt (140).

12. The powertrain (100) according to any one of claims 3 to 11, characterized in that, The first housing (131) has a first positioning surface on the side near the second housing (132); The second housing (132) has a second positioning surface (132d) on the side near the first housing (131); The first positioning surface and the second positioning surface (132d) are in surface contact.

13. The powertrain (100) according to any one of claims 1 to 11, characterized in that, The outer casing (130) also includes: Suspension connection (133) for connecting the housing (130) to the vehicle's suspension.

14. The powertrain (100) according to claim 13, characterized in that, The suspension connection (133) is formed on the surface of the outer shell (130).

15. The powertrain (100) according to any one of claims 1 to 11, characterized in that, The powertrain (100) also includes: The fourth prime mover is used to output the fourth power. The fourth prime mover is fixedly connected to the outer casing (130).

16. The powertrain (100) according to claim 15, characterized in that, The third prime mover and the fourth prime mover form a power coupling.

17. The powertrain (100) according to claim 15, characterized in that, At least one of the third prime mover and the fourth prime mover is configured as an electric motor.

18. The powertrain (100) according to any one of claims 1 to 11, characterized in that, The second prime mover is configured as an ISG motor.

19. The powertrain (100) according to any one of claims 1 to 11, characterized in that, The first prime mover is configured as an engine.

20. A vehicle (10), characterized in that, Includes the powertrain (100) as described in any one of claims 1 to 19.

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