Power transmission system of vehicle and vehicle

Abstract

The utility model provides a power transmission system of a vehicle and the vehicle, and belongs to the technical field of vehicles, the power transmission system comprises an engine, a power generation speed regulation motor, a driving motor, a power connection mechanism and an electric control system, a rotor of the power generation speed regulation motor is connected with an output shaft of the engine; the power generation and speed regulation motor and the driving motor are sequentially arranged in the axial direction of an output shaft of the engine, and the power generation and speed regulation motor and the driving motor are both coaxially arranged with the engine. The power connection mechanism is arranged between the power generation speed regulation motor and the driving motor, and the power connection mechanism is used for connecting or disconnecting power transmission between an output shaft of the engine and the driving motor; and the electric control system is electrically connected with the power generation and speed regulation motor and the driving motor respectively. Therefore, the power generation speed regulation motor and the driving motor can respectively regulate the speed of the corresponding disconnection coupling part, so that non-inductive switching of the power connection mechanism is realized, and the abrasion loss is small.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology, and in particular relates to a power transmission system and a vehicle. Background Technology

[0002] With the continuous depletion of energy resources, the development and utilization of new energy vehicles has gradually become a trend. Hybrid vehicles, as a type of new energy vehicle, combine an engine and an electric motor. Especially when driving at low speeds and in urban areas, the use of the electric motor can significantly reduce fuel consumption. Furthermore, through vehicle braking energy recovery, fuel efficiency can be further improved. Therefore, hybrid vehicles have advantages such as good fuel economy, lower exhaust emissions than pure gasoline vehicles, and strong cruising ability.

[0003] In the existing dual-motor series-parallel longitudinal configuration, since there is no synchronous speed control device between the engine and the electric drive, when the engine power and the electric drive force are coupled, the speed difference between the two disconnected coupling parts of the power connection mechanism may be large when they are engaged, making it difficult to complete the power chain engagement in a seamless state to achieve a smoother mechanical coupling. This will greatly affect the driving experience of the passengers, and this problem urgently needs to be solved. Utility Model Content

[0004] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a power transmission system and vehicle for a vehicle, so as to solve the problem that it is difficult to achieve a smooth mechanical coupling when engine power and electric drive force are coupled, resulting in a reduced driving experience for passengers.

[0005] To achieve the above and other related objectives, this utility model provides a vehicle power transmission system, comprising:

[0006] engine;

[0007] A generator speed-regulating motor, wherein the rotor of the generator speed-regulating motor is connected to the output shaft of the engine;

[0008] The drive motor, the generator speed-regulating motor and the drive motor are arranged sequentially along the axial direction of the engine output shaft, and both the generator speed-regulating motor and the drive motor are coaxially arranged with the engine;

[0009] A power connection mechanism is provided between the generator speed-regulating motor and the drive motor, and the power connection mechanism is used to connect or disconnect the power transmission between the output shaft of the engine and the drive motor;

[0010] An electronic control system is electrically connected to both the generator speed-regulating motor and the drive motor.

[0011] Optionally, a gearbox is also provided on the side of the drive motor away from the generator speed regulating motor, and the gearbox is connected to the rotor of the drive motor.

[0012] Optionally, the transmission includes a first rotating shaft, a second rotating shaft, a third rotating shaft, a first gear, a second gear, a fourth gear, a fifth gear, a seventh gear, and an eighth gear. The rotor of the drive motor and the first gear are sequentially fixedly connected to the first rotating shaft along its axial direction. The second rotating shaft is coaxially arranged with the first rotating shaft. The second gear and the fourth gear are both fixedly connected to the second rotating shaft. The fifth gear and the seventh gear are both fixedly connected to the third rotating shaft. The eighth gear is sleeved on the third rotating shaft.

[0013] The first gear meshes with the fifth gear, the fourth gear meshes with the eighth gear, a first coaxial coupling is provided between the first gear and the second gear, and a second coaxial coupling is provided between the seventh gear and the eighth gear.

[0014] Optionally, the transmission further includes a third gear and a sixth gear. The third gear is sleeved on the second shaft and disposed between the second gear and the fourth gear. The first coaxial coupling includes a first gear engagement spline disposed on the first gear and a first sliding sleeve sleeved on the second gear and meshing with the second gear. When the first sliding sleeve meshes with the first gear engagement spline, the first gear and the second gear rotate together around the first shaft. The third gear is provided with a third gear engagement spline. When the first sliding sleeve meshes with the third gear engagement spline, the second gear and the third gear rotate together around the axial direction of the second gear.

[0015] Optionally, a transfer case is provided on the side of the drive motor away from the generator speed regulating motor, and the transfer case is connected to the rotor of the drive motor.

[0016] Optionally, the transfer case includes a fourth shaft, a fifth shaft, a tenth gear, an eleventh gear, a thirteenth gear, and a fourteenth gear. The fourth shaft is coaxially arranged with the second shaft. The tenth gear is fixedly connected to the second shaft. The eleventh gear is fixedly connected to the fourth shaft. A third coaxial coupling is provided between the tenth gear and the eleventh gear. The thirteenth gear is sleeved on the fifth shaft. The fourteenth gear is fixedly connected to the fifth shaft. A fourth coaxial coupling is provided between the fourteenth gear and the thirteenth gear. The thirteenth gear and the eleventh gear are dynamically coupled together.

[0017] Optionally, the transfer case further includes a sixth shaft, a ninth gear, a fifteenth gear, and a twelfth gear. The ninth gear is sleeved on the second shaft. The ninth gear, the tenth gear, and the eleventh gear are arranged sequentially along the axial direction of the second shaft. The tenth gear is provided with a tenth sliding sleeve. The ninth gear is provided with a ninth gear engagement spline corresponding to the tenth sliding sleeve. The eleventh gear is provided with an eleventh gear engagement spline corresponding to the tenth sliding sleeve. The fifteenth gear and the twelfth gear are fixedly connected to the sixth shaft. The twelfth gear meshes with the eleventh gear and the thirteenth gear, respectively, and the fifteenth gear meshes with the ninth gear.

[0018] Optionally, the power connection mechanism is a clutch.

[0019] Optionally, a vibration damper is also provided between the engine and the generator speed-regulating motor.

[0020] This utility model provides a vehicle, including the power transmission system of the vehicle as described above.

[0021] As described above, the power transmission system and vehicle of this utility model have the following beneficial effects:

[0022] By placing the power connection mechanism between the generator speed-regulating motor and the drive motor, and connecting the disconnecting coupling parts of the power connection mechanism to both the generator speed-regulating motor and the drive motor respectively, the generator speed-regulating motor and the drive motor can adjust the speed of their respective disconnecting coupling parts, making the speeds of the two disconnecting coupling parts relatively close. This allows the power connection mechanism to achieve seamless switching with minimal wear. Simultaneously, the generator speed-regulating motor and the drive motor are electrically connected to the electronic control system, enabling four operating modes for the hybrid vehicle. This layout is simple, and the coupling between the drive motor and the engine is relatively smooth, resulting in a good driving experience for passengers and offering good economic value. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the power transmission system of a vehicle according to an embodiment of the present invention.

[0024] Figure 2 This is a schematic diagram of energy transfer in pure electric mode for a vehicle according to an embodiment of the present invention (shown in red).

[0025] Figure 3 This is a schematic diagram of energy transfer in series mode for a vehicle according to an embodiment of the present invention (shown by red and green lines).

[0026] Figure 4 This is a schematic diagram of energy transfer in parallel mode for a vehicle according to an embodiment of the present invention (shown by red and green lines).

[0027] Figure 5 This is a schematic diagram of energy transfer in high-speed direct drive mode of a vehicle according to an embodiment of the present invention (shown in green).

[0028] Figure 6 This is a schematic diagram of the transmission structure according to an embodiment of the present invention.

[0029] Figure 7 This is a schematic diagram of energy transmission in the first gear of the transmission according to an embodiment of the present invention (shown in red).

[0030] Figure 8 This is a schematic diagram of energy transmission in the second gear of the transmission according to an embodiment of the present invention (shown in red).

[0031] Figure 9 This is a schematic diagram of energy transmission in the third gear of the transmission according to an embodiment of the present invention (shown in red).

[0032] Figure 10 This is a schematic diagram of the transfer case in an embodiment of the present invention.

[0033] Figure 11 This is a schematic diagram of energy transfer when the transfer case of this utility model is a two-wheel drive system (shown in red).

[0034] Figure 12 This is a schematic diagram of energy transfer when the transfer case is in four-wheel drive high gear according to an embodiment of the present invention (shown in red).

[0035] Figure 13 This is a schematic diagram of energy transfer when the transfer case is in four-wheel drive low gear according to an embodiment of the present invention (shown in red).

[0036] Labeling Explanation: 1. Engine; 2. Shock Absorber; 3. Generator Speed ​​Regulator Motor; 4. Power Connection Mechanism; 5. Drive Motor; 6. Gearbox; L1 First Gear; L2 Second Gear; L3 Third Gear; L4 Fourth Gear; L5 Fifth Gear; L6 Sixth Gear; L7 Seventh Gear; L8 Eighth Gear; Z1 First Shaft; Z2 Second Shaft; Z3 Third Shaft; T1 First Coaxial; T2 Second Coaxial; 7. Transfer Case; T3 Third Coaxial; T4 Fourth Coaxial; L9 Ninth Gear; L10 Tenth Gear; L11 Eleventh Gear; L12 Twelfth Gear; L13 Thirteenth Gear; L14 Fourteenth Gear; L15 Fifteenth Gear; Z4 Fourth Shaft; Z5 Fifth Shaft; Z6 Sixth Shaft; 8. Battery; 9. Controller. Detailed Implementation

[0037] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification.

[0038] Please see Figures 1 to 13 It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the scope of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of this invention, should still fall within the scope of the disclosed technical content. Furthermore, the terms "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and not intended to limit the scope of this invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of this invention.

[0039] In order to describe this utility model in detail, the following is a specific description of a vehicle power transmission system and the vehicle itself:

[0040] Please combine Figures 1 to 5As shown, this utility model provides a vehicle power transmission system, including an engine 1, a generator-speed-regulating motor 3, a drive motor 5, a power connection mechanism 4, and an electronic control system. The rotor of the generator-speed-regulating motor 3 is connected to the output shaft of the engine 1. The generator-speed-regulating motor 3 and the drive motor 5 are arranged sequentially along the axial direction of the output shaft of the engine 1, and both the generator-speed-regulating motor 3 and the drive motor 5 are coaxially arranged with the engine 1. The power connection mechanism 4 is disposed between the generator-speed-regulating motor 3 and the drive motor 5, and is used to connect or disconnect the power transmission between the output shaft of the engine 1 and the drive motor 5. The electronic control system is electrically connected to both the generator-speed-regulating motor 3 and the drive motor 5. It can be understood that the electronic control system includes a controller 9 and a battery 8. The battery 8 is used to store electrical energy, and the controller 9 is used to receive commands from the driver and switch between four power modes according to the driver's commands. The four power modes include pure electric mode, series mode, parallel mode, and high-speed direct drive mode. When the power connection mechanism 4 is disconnected and the engine 1 is started, the generator speed-regulating motor 3 acts as a generator to charge the battery 8 in the electronic control system. The battery 8 supplies power to the drive motor 5, causing the drive motor 5 to rotate and drive the vehicle. This mode is the series mode. When the power connection mechanism 4 is disconnected and the engine 1 is not started, the battery 8 in the electronic control system drives the drive motor 5 to rotate and drive the vehicle. This mode is the pure electric mode. When the power connection mechanism 4 is coupled, if the engine 1 is started and the battery 8 in the electronic control system supplies power to the drive motor 5, causing the drive motor 5 to rotate and drive the vehicle together with the engine 1, this mode is the parallel mode. When the power connection mechanism 4 is coupled, if the engine 1 is started but the battery 8 in the electronic control system does not supply power to the drive motor 5, only the engine 1 drives the vehicle. This mode is the high-speed direct drive mode. The power connection mechanism 4 includes two disconnect coupling parts, which are respectively connected to the generator speed-regulating motor 3 and the drive motor 5. By placing the power connection mechanism 4 between the generator speed-regulating motor 3 and the drive motor 5, when the two disconnect coupling parts of the power connection mechanism 4 are engaged, the output shaft of the engine 1 is poweredly connected to the drive motor 5. When the disconnect coupling parts of the power connection mechanism 4 are disengaged, the output shaft of the engine 1 is disconnected from the drive motor 5. The generator speed-regulating motor 3 and the drive motor 5 can adjust the speed of the corresponding disconnect coupling parts respectively, making the speeds of the two disconnect coupling parts relatively close, so that the power connection mechanism 4 can achieve seamless switching and minimize wear. At the same time, the generator speed-regulating motor 3 and the drive motor 5 are electrically connected to the electronic control system, which can realize four operating modes of the hybrid vehicle. The above-mentioned layout structure is simple, and the coupling between the drive motor 5 and the engine 1 is relatively smooth, resulting in a good driving experience for passengers and good economic value. It should be noted that in this embodiment, Figures 1 to 5 The arrow in the image indicates the direction the vehicle is traveling.

[0041] It should be noted that the generator speed-regulating motor 3 is directly coupled to the engine 1. The power of the engine 1 can be directly transmitted to the generator speed-regulating motor 3 to generate electricity. In this case, the generator speed-regulating motor 3 acts as a generator. The power of the generator speed-regulating motor 3 can also be directly transmitted to the engine 1 to start the engine. In this case, the generator speed-regulating motor 3 acts as a starter motor.

[0042] like Figures 6 to 9 As shown, a gearbox 6 is also installed on the side of the drive motor 5 away from the generator speed-regulating motor 3, and the gearbox 6 is connected to the rotor of the drive motor 5. By setting the gearbox 6, the power transmission system can provide multiple speeds for the driver to choose from, increasing the adaptability of the power transmission system to different environments and improving the driver's driving experience.

[0043] Specifically, the transmission 6 includes a first shaft Z1, a second shaft Z2, a third shaft Z3, a first gear L1, a second gear L2, a fourth gear L4, a fifth gear L5, a seventh gear L7, and an eighth gear L8. The rotor of the drive motor 5 and the first gear L1 are sequentially fixedly connected to the first shaft Z1 along its axial direction. The second shaft Z2 is coaxial with the first shaft Z1. The second gear L2 and the fourth gear L4 are both fixedly connected to the second shaft. The fifth gear L5 and the seventh gear L7 are both fixedly connected to the third shaft. The eighth gear L8 is fitted onto the third shaft Z3. The first gear L1 meshes with the fifth gear L5, and the fourth gear L4 meshes with the eighth gear L8. A first coaxial coupling T1 is provided between the first gear L1 and the second gear L2, and a second coaxial coupling T2 is provided between the seventh gear L7 and the eighth gear L8. Due to the high torque transmission strength of the gears, the first coaxial coupling T1 is used to switch between different states of the transmission 6, resulting in high reliability of gear shifting.

[0044] In detail, the transmission 6 also includes a third gear L3 and a sixth gear L6. The third gear L3 is sleeved on the second shaft Z2 and positioned between the second gear L2 and the fourth gear L4. The first coaxial member T1 includes a first gear engagement spline on the first gear L1 and a first sliding sleeve sleeved on and meshing with the second gear L2. When the first sliding sleeve meshes with the first gear engagement spline, the first gear L1 and the second gear L2 rotate together around the first shaft Z1. The third gear L3 is provided with a third gear engagement spline. When the first sliding sleeve meshes with the third gear engagement spline, the second gear L2 and the third gear L3 rotate together around the axial direction of the second gear L2. By setting the third gear L3 and the sixth gear L6, the transmission 6 can be changed into a three-speed transmission 6, which can improve the adaptability of the transmission 6 to different environments and enhance the driver's driving experience.

[0045] like Figure 9As shown, when the first sliding sleeve moves axially toward the first gear L1 along the first shaft Z1 and simultaneously meshes with the first gear spline on the first gear L1 and the second gear L2, the first coaxial coupling T1 couples the first shaft Z1 and the second shaft Z2. At this time, kinetic energy is directly transferred from the first shaft Z1 to the second shaft Z2, and then through the second shaft Z2 to the rear axle. At this time, the transmission 6 is in first gear. The second coaxial coupling T2 includes a seventh sliding sleeve, which is sleeved on and meshes with the seventh gear L7. Figure 9 As shown, when the seventh sliding sleeve moves axially toward the eighth gear L8 along the third shaft Z3 and engages with the eighth gear spline on the eighth gear L8, and the first coaxial connector T1 is not engaged with the first gear spline of the first gear L1 or the third gear spline of the third gear L3, kinetic energy is sequentially transferred from the first gear L1 to the fifth gear L5, the third shaft Z3, the seventh gear L7, the eighth gear L8, the fourth gear L4, and the second shaft Z2, and then transmitted to the rear axle through the second shaft Z2. At this time, it is the third gear of the transmission (6th gear). Figure 8 As shown, when the first sliding sleeve moves axially towards the third gear L3 along the first rotating shaft Z1 and engages with the spline of the third gear on the third gear L3, and the seventh sliding sleeve is not engaged with the spline of the eighth gear on the eighth gear L8, kinetic energy is sequentially transmitted from the first gear L1 to the fifth gear L5, the third rotating shaft Z3, the sixth gear L6, the third gear L3, the second gear L2, and the second rotating shaft Z2, and then transmitted to the rear axle through the second rotating shaft Z2. At this time, it is the second gear of the transmission 6. The arrangement of the gears in the transmission 6 can be adjusted according to actual usage needs.

[0046] like Figures 10 to 13 As shown, a transfer case 7 is also provided on the side of the drive motor 5 away from the generator speed-regulating motor 3, and the transfer case 7 is connected to the rotor of the drive motor 5. By providing the transfer case 7, the vehicle can switch between two-wheel drive and four-wheel drive to meet the different driving habits of the driver. In this embodiment, the vehicle is a commercial vehicle, which needs to have greater driving force, so it mainly drives the rear wheels, and transmits power to the front wheels through the transfer case to achieve four-wheel drive. In some embodiments, the vehicle may be a passenger car, which can mainly drive the front wheels, and transmit power to the rear wheels through the transfer case to achieve four-wheel drive.

[0047] Specifically, the transfer case 7 includes a fourth shaft Z4, a fifth shaft Z5, a tenth gear L10, an eleventh gear L11, a thirteenth gear L13, and a fourteenth gear L14. The fourth shaft Z4 is coaxially arranged with the second shaft Z2. The tenth gear L10 is fixedly connected to the second shaft Z2, and the eleventh gear L11 is fixedly connected to the fourth shaft Z4. A third coaxial coupling T3 is provided between the tenth gear L10 and the eleventh gear L11. The thirteenth gear L13 is sleeved on the fifth shaft Z5, and the fourteenth gear L14 is fixedly connected to the fifth shaft Z5. A fourth coaxial coupling T4 is provided between the fourteenth gear L14 and the thirteenth gear L13. The thirteenth gear L13 and the eleventh gear L11 are dynamically coupled together. The transmission is achieved through gears, resulting in high transmission efficiency and a compact structure.

[0048] In detail, the transfer case 7 also includes a sixth shaft Z6, a ninth gear L9, a fifteenth gear L15, and a twelfth gear L12. The ninth gear L9 is sleeved on the second shaft Z2. The ninth gear L9, tenth gear L10, and eleventh gear L11 are arranged sequentially along the axial direction of the second shaft Z2. The third coaxial device T3 includes a tenth sliding sleeve sleeved on and meshing with the tenth gear L10, a spline on the ninth gear L9, and a spline on the eleventh gear L11. The tenth sliding sleeve is used to mesh with the spline of the ninth gear L9 or the spline of the eleventh gear L11. The fifteenth gear L15 and the twelfth gear L12 are fixedly connected to the sixth shaft Z6. The twelfth gear L12 meshes with the eleventh gear L11 and the thirteenth gear L13, respectively, and the fifteenth gear L15 meshes with the ninth gear L9. Figure 11 As shown, when the tenth sliding sleeve slides along the axial direction of the second shaft Z2 towards the eleventh gear L11 and engages with the spline of the eleventh gear L11, the second shaft Z2 and the fourth shaft Z4 rotate coaxially. Kinetic energy is sequentially transferred from the second shaft Z2 to the tenth gear L10, the eleventh gear L11, and the fourth shaft Z4, and then transmitted to the rear axle via the fourth shaft Z4. At this time, it is two-wheel drive, meaning the vehicle moves only through the rear wheels. The thirteenth gear L13 and the fourteenth gear L14 rotate coaxially through the fourth coaxial coupling T4, as shown... Figure 12 As shown, based on two-wheel drive, kinetic energy is sequentially transferred from the eleventh gear L11 to the twelfth gear L12, the thirteenth gear L13, the fourteenth gear L14, and the fifth shaft Z5. Through the fifth shaft Z5, it is then transferred to the front axle, achieving four-wheel drive functionality, meaning all four wheels of the vehicle drive the vehicle's movement. This is the high gear of four-wheel drive. Figure 12As shown, when the tenth sliding sleeve slides along the axial direction of the second shaft Z2 toward the ninth gear L9 and engages with the spline of the ninth gear L9, and the thirteenth gear L13 and the fourteenth gear L14 rotate coaxially through the fourth coaxial connector T4, kinetic energy is sequentially transferred from the second shaft Z2 to the tenth gear L10, the ninth gear L9, the fifteenth gear L15, the sixth shaft Z6, and the twelfth gear L12. Since the twelfth gear L12 engages with the eleventh gear L11 and the thirteenth gear L13 respectively, the kinetic energy is sequentially transferred to the eleventh gear L11 and the fourth shaft Z4 through the twelfth gear L12, and then transferred to the rear axle through the fourth shaft Z4. At the same time, the kinetic energy is sequentially transferred to the thirteenth gear L13, the fourteenth gear L14, and the fifth shaft Z5 through the twelfth gear L12, and then transferred to the front axle through the fifth shaft Z5. At this time, it is a four-wheel drive low gear. By setting the high and low four-wheel drive gears, the vehicle can adapt to situations such as low-speed escaping and short-term temporary hill climbing, increasing the powertrain's ability to cope with temporary situations and improving the driver's driving experience.

[0049] In this embodiment, the power connection mechanism 4 is a clutch. The power connection mechanism 4 is a multi-plate hydraulic clutch. Compared to a single-plate clutch, a multi-plate hydraulic clutch can handle greater torque, has a smaller radial dimension, is easier to arrange, and also has more linear force transmission characteristics.

[0050] A shock absorber 2 is also installed between the engine 1 and the generator speed-regulating motor 3. In this embodiment, the shock absorber 2 has a built-in torque limiting function, which can realize torque overload protection, avoid instantaneous torque over-impact during forward drive or reverse towing, and prevent damage to the vehicle's power transmission system from impact. Since the shock absorber 2 has a large rotation angle and low stiffness torsional damping structure, it can filter out larger vibrations, making the power adaptability after vibration damping higher and the driving experience more comfortable.

[0051] This utility model also provides a vehicle, including the power transmission system of the vehicle described above.

[0052] In summary, by placing the power connection mechanism 4 between the generator speed-regulating motor 3 and the drive motor 5, and connecting the disconnecting coupling parts of the power connection mechanism 4 to both the generator speed-regulating motor 3 and the drive motor 5, the generator speed-regulating motor 3 and the drive motor 5 can respectively adjust the speed of their respective disconnecting coupling parts, making the speeds of the two disconnecting coupling parts relatively close. This allows the power connection mechanism 4 to achieve seamless switching with minimal wear. Simultaneously, the generator speed-regulating motor 3 and the drive motor 5 are electrically connected to the electronic control system, enabling four operating modes for the hybrid vehicle. The above-mentioned layout is simple, and the coupling between the drive motor 5 and the engine 1 is relatively smooth, resulting in a good driving experience for passengers and offering good economic value.

[0053] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A powertrain system of a vehicle, characterized by, The utility model relates to an engine, a generator speed regulating motor, a driving motor, a power connection mechanism and an electric control system. The driving motor is provided with a transmission on the side away from the generator speed regulating motor. The transmission comprises a first rotating shaft, a second rotating shaft, a third rotating shaft, a first gear, a second gear, a fourth gear, a fifth gear, a seventh gear and an eighth gear. The first gear, the second gear and the fourth gear are coaxially arranged on the second rotating shaft. The first gear is engaged with the fifth gear, and the fourth gear is engaged with the eighth gear. The first gear and the second gear are provided with a first coaxial device.

2. The powertrain system of a vehicle according to claim 1, characterized by: The first coaxial device comprises a first gear engaging spline arranged on the first gear and a first sliding sleeve arranged on the second gear and engaged with the second gear.

3. The powertrain system of a vehicle according to claim 2, characterized by: The first gear and the second gear rotate together around the first rotating shaft when the first sliding sleeve is engaged with the first gear engaging spline. The third gear is provided with a third gear engaging spline.

4. The powertrain system of a vehicle according to claim 3, characterized by: The second gear and the third gear rotate together around the second rotating shaft when the first sliding sleeve is engaged with the third gear engaging spline.

5. The powertrain system of a vehicle according to claim 3, characterized by: The driving motor is provided with a transfer on the side away from the generator speed regulating motor.

6. The powertrain system of a vehicle according to claim 5, characterized by: The transfer comprises a fourth rotating shaft, a fifth rotating shaft, a tenth gear, an eleventh gear, a thirteenth gear and a fourteenth gear. The fourth rotating shaft is coaxially arranged on the second rotating shaft. The tenth gear is fixedly connected to the second rotating shaft. The eleventh gear is fixedly connected to the fourth rotating shaft. The tenth gear and the eleventh gear are provided with a third coaxial device. The thirteenth gear is arranged on the fifth rotating shaft. The fourteenth gear is fixedly connected to the fifth rotating shaft. The thirteenth gear and the eleventh gear are power-coupled. The thirteenth gear is power-coupled to the eleventh gear.

7. The powertrain system of a vehicle according to claim 6, characterized by: The differential further comprises a sixth rotating shaft, a ninth gear, a fifteenth gear and a twelfth gear, the ninth gear is sleeved on the second rotating shaft, the ninth gear, the tenth gear and the eleventh gear are sequentially arranged along the axial direction of the second rotating shaft, the tenth gear is provided with a tenth sliding sleeve, the ninth gear is provided with a ninth gear engaging spline corresponding to the tenth sliding sleeve, the eleventh gear is provided with an eleventh gear engaging spline corresponding to the tenth sliding sleeve, the fifteenth gear and the twelfth gear are fixedly connected on the sixth rotating shaft, the twelfth gear is engaged with the eleventh gear and the thirteenth gear respectively, and the fifteenth gear is engaged with the ninth gear.

8. The driveline system of a vehicle according to any one of claims 1-7, characterized in that: The power connection mechanism is a clutch.

9. The driveline system of a vehicle according to any one of claims 1-7, characterized in that: A damper is further arranged between the engine and the generator speed regulating motor.

10. A vehicle characterized by comprising: A power transmission system of a vehicle as claimed in any one of claims 1-9.

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