Power driving system and vehicle

Abstract

The utility model discloses a power-driven system and a vehicle, and relates to the technical field of vehicle manufacturing, the power-driven system comprises an engine and a first motor, the engine is connected with a first input shaft, and the first motor is in power connection with a power input shaft; the output gear set is used for being in power connection with a wheel axle; and the electromagnetic clutch is used for selectively establishing or disconnecting power transmission between the first input shaft and the power input shaft or between the output gear set and the power input shaft. According to the power driving system, the power generation mode and the driving mode can be dynamically switched, the number of the motors is reduced, the cost is reduced, the three power modes can be flexibly and smoothly switched by arranging the electromagnetic clutch, and meanwhile, the power generation efficiency is improved. The engine, the first motor and the output gear set are arranged through parallel shafts, the axial space can be optimized, and occupied space of the vehicle is reduced.

Description

Technical Field

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

[0002] In related technologies, for range-extended electric vehicles, the range extender architecture consists of an engine and a generator. The generator can only be used for power generation and cannot be used for driving. Therefore, four-wheel drive range-extended vehicles are usually equipped with two drive motors for driving the front and rear axles. In addition to the motor used for power generation, a total of three motors are equipped. This will bring more cost to the whole vehicle and occupy more interior space, so there is room for improvement. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a power drive system that reduces the number of motors, lowers costs, and reduces the space occupied in the vehicle interior by employing a dual-mode integrated first electric motor.

[0004] According to an embodiment of the present invention, the power drive system includes: an engine and a first electric motor, the engine being connected to a first input shaft and the first electric motor being poweredly connected to a power input shaft; an output gear set for power connection with a wheel axle; and an electromagnetic clutch for selectively establishing or disconnecting power transmission between the first input shaft and the output gear set and the power input shaft, respectively.

[0005] According to the power drive system of this utility model embodiment, by adopting a dual-mode integrated first electric motor, dynamic switching can be performed between power generation mode and drive mode, reducing the number of motors and lowering costs. By setting an electromagnetic clutch, three power modes can be switched flexibly and smoothly, while reducing the space occupied in the vehicle.

[0006] According to some embodiments of the present invention, in the power drive system, the first input shaft is provided with an input tooth, the power input shaft is provided with a first mating tooth, and the electromagnetic clutch is used to selectively engage or disengage the input tooth with the first mating tooth.

[0007] And / or, the output gear set includes an output tooth portion, the power input shaft is provided with a second mating tooth portion, and the electromagnetic clutch is used to selectively engage or disengage the output tooth portion from the second mating tooth portion.

[0008] According to some embodiments of the present invention, in the power drive system, the input tooth, the first mating tooth, the second mating tooth and the output tooth are sequentially distributed along the axial direction of the power input shaft.

[0009] According to some embodiments of the present invention, the power drive system of the electromagnetic clutch is constructed as a dual-coil electromagnetic clutch, and the dual-coil electromagnetic clutch is sleeved outside the first mating tooth portion and the second mating tooth portion.

[0010] According to some embodiments of the present invention, the power drive system includes an output gear set comprising a first output gear and a second output gear. The output teeth are coaxially arranged with the first output gear, the first output gear meshes with the second output gear for transmission, and the second output gear is used for power connection with the wheel axle.

[0011] According to some embodiments of the present invention, in the power drive system, the first electric motor is provided with a motor shaft, and the motor shaft is provided with a motor gear;

[0012] The power input shaft is equipped with an input gear, which meshes with the motor gear.

[0013] According to some embodiments of the present invention, in the power drive system, the first electric motor is located on the side of the motor gear closer to the engine;

[0014] Alternatively, the first electric motor is located on the side of the motor gear opposite to the engine.

[0015] According to some embodiments of the present invention, in the power drive system, the motor shaft and the power input shaft are parallel and spaced apart, and the power input shaft and the first input shaft are axially opposite each other.

[0016] According to some embodiments of the present invention, the power drive system of the first input shaft is provided with a dual-mass flywheel.

[0017] This utility model also proposes a vehicle.

[0018] The vehicle according to the present invention includes the power drive system of any of the above embodiments.

[0019] The vehicle described above has the same advantages over the prior art as the aforementioned power drive system, which will not be repeated here.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1This is a schematic diagram of the power drive system according to an embodiment of the present invention. Figure 1 ;

[0023] Figure 2 This is a schematic diagram of the power drive system according to an embodiment of the present invention. Figure 2 ;

[0024] Figure 3 This is a flowchart of the mode switching process of the power drive system according to an embodiment of the present invention.

[0025] Figure label:

[0026] Power drive system 100,

[0027] Engine 1, first input shaft 11, input gear 12, dual-mass flywheel 13

[0028] First electric motor 2, power input shaft 21, first mating gear 211, second mating gear 212, input gear 213, motor shaft 22, motor gear 221.

[0029] Output gear set 3, output teeth 31, first output gear 32, second output gear 33

[0030] Electromagnetic clutch 4. Detailed Implementation

[0031] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0032] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0033] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0034] The following is for reference. Figures 1-2 The power drive system 100 according to an embodiment of the present utility model describes a system that, by employing a dual-mode integrated first electric motor 2, can dynamically switch between power generation mode and drive mode, reducing the number of motors and lowering costs. By setting an electromagnetic clutch 4, it can flexibly and smoothly switch between three power modes, while reducing the space occupied by the vehicle.

[0035] like Figure 1 As shown, the power drive system 100 according to an embodiment of the present utility model includes: an engine 1, a first electric motor 2, an output gear set 3, and an electromagnetic clutch 4.

[0036] Engine 1 is connected to a first input shaft 11. Engine 1 can perform energy conversion, converting chemical energy, electrical energy, or other energy sources into mechanical energy, thereby driving other mechanical structures. Thus, engine 1 can output driving force to other mechanical structures through the first input shaft 11.

[0037] The first electric motor 2 is powered by a power input shaft 21. It should be noted that the first electric motor 2 is a dual-mode integrated motor, possessing both a power generation mode and a drive mode, and can dynamically switch between the two modes. The power input shaft 21 can transmit power to the first electric motor 2. When the first electric motor 2 is in power generation mode, the power input shaft 21 can transmit power to the first electric motor 2, which then generates electricity. When the first electric motor 2 is in drive mode, it can transmit power to the outside world through the power input shaft 21. In other words, the first electric motor 2 can both generate electricity and drive, and the specific mode selection can be flexibly chosen according to the vehicle's usage.

[0038] The output gear set 3 is used for power connection with the wheel axle. Specifically, the output gear set 3 transmits power, and the wheel axle is connected to the wheel end. Thus, power can be transmitted from the output gear set 3 to the wheel end, thereby achieving control of the vehicle wheels.

[0039] The electromagnetic clutch 4 is used to selectively establish or disconnect power transmission between the first input shaft 11 and the output gear set 3 and the power input shaft 21, respectively. That is, the electromagnetic clutch 4 can control the connection and disconnection between the first input shaft 11 and the power input shaft 21, and also control the connection and disconnection between the output gear set 3 and the power input shaft 21, thereby realizing the transmission or disconnection of power. When the electromagnetic clutch 4 connects the first input shaft 11 and the power input shaft 21, the engine 1 can transmit power to the first electric motor 2 sequentially through the first input shaft 11 and the power input shaft 21, thereby converting the transmitted power from mechanical energy into electrical energy to generate electricity. When the electromagnetic clutch 4 connects the power input shaft 21 and the output gear set 3, the first electric motor 2 can convert electrical energy into mechanical energy and transmit power to the wheel axle to drive the wheels sequentially through the power input shaft 21 and the output gear set 3. Therefore, the first electric motor 2 can flexibly connect to either the engine 1 or the output gear set 3 to achieve either power generation or driving function.

[0040] Therefore, during the power generation and vehicle driving processes, the first electric motor 2 can perform the operations separately, eliminating the need for separate motors for power generation and wheel drive. This reduces the number of individual motors required, lowers installation costs, and minimizes the space occupied by each motor, preventing the vehicle's installation space from becoming too cramped. Thus, when this power drive system 100 is applied to range-extended vehicles, it reduces manufacturing costs and frees up more installation space, freeing up front compartment space. Furthermore, the power switching between the engine 1, the first electric motor 2, and the output gear set 3 is achieved via the electromagnetic clutch 4, eliminating the need for complex reducers or similar mechanisms. This significantly simplifies the structural design of the power drive system 100, thereby reducing the overall installation cost.

[0041] According to the power drive system 100 of this utility model embodiment, by adopting a dual-mode integrated first electric motor 2, dynamic switching between power generation mode and drive mode can be performed, reducing the number of motors and lowering costs. By setting an electromagnetic clutch 4, the power mode can be flexibly switched to ensure the efficiency and smoothness of power transmission. At the same time, the electromagnetic clutch 4 realizes an integrated design for function switching, which can achieve a compact installation layout and reduce the space occupation of the vehicle.

[0042] In some embodiments, the first input shaft 11 is provided with an input tooth 12, and the power input shaft 21 is provided with a first mating tooth 211. The electromagnetic clutch 4 is used to selectively engage or disengage the input tooth 12 with the first mating tooth 211. That is, the first input shaft 11 and the power input shaft 21 can selectively engage or disengage power by selectively engaging or disengaging the input tooth 12 with the first mating tooth 211. When the input tooth 12 engages with the first mating tooth 211, the first input shaft 11 and the power input shaft 21 are connected. The input tooth 12 rotates with the first input shaft 11 and drives the first mating tooth 211 to rotate with the power input shaft 21, thereby realizing the transmission of power from the first input shaft 11 to the power input shaft 21. When the input tooth 12 disengages from the first mating tooth 211, the first input shaft 11 and the power input shaft 21 are disconnected, thereby preventing the transmission of power from the first input shaft 11 to the power input shaft 21, thus achieving the disconnection of power transmission.

[0043] Specifically, such as Figure 1 and Figure 2 As shown, engine 1 is connected to the left end of first input shaft 11, and input gear 12 is provided at the right end of first input shaft 11. Simultaneously, the right end of power input shaft 21 is connected to first electric motor 2, while a first mating gear 211 is provided at the left end of power input shaft 21. Electromagnetic clutch 4 can selectively engage or disengage the input gear 12 and the first mating gear 211. Thus, when the input gear 12 and the first mating gear 211 are engaged, the power of engine 1 is transmitted through the input gear 12 and the first mating gear 211 to power input shaft 21 and then to first electric motor 2 for power generation. When the first electric motor 2 is driving, the input gear 12 and the first mating gear 211 are disengaged. At this time, engine 1 and input gear 12 do not experience dragging, which helps improve the driving efficiency of the first electric motor 2.

[0044] In other embodiments, the output gear set 3 includes an output tooth portion 31, and the power input shaft 21 is provided with a second mating tooth portion 212. An electromagnetic clutch 4 is used to selectively engage or disengage the output tooth portion 31 with the second mating tooth portion 212. When the output tooth portion 31 engages with the second mating tooth portion 212, the output gear set 3 is powered by the power input shaft 21. The second mating tooth portion 212 rotates with the power input shaft 21, simultaneously driving the output tooth portion 31 to rotate, thereby transmitting power from the power input shaft 21 to the output gear set 3. When the output tooth portion 31 disengages from the second mating tooth portion 212, the power input shaft 21 is disconnected from the output gear set 3, preventing power transmission from the power input shaft 21 to the output gear set 3, thus disconnecting the power transmission.

[0045] Specifically, such as Figure 1 and Figure 2As shown, a second mating tooth 212 is fixedly sleeved on the outside of the power input shaft 21, while the output tooth 31 is loosely sleeved on the outside of the power input shaft 21. The electromagnetic clutch 4 can selectively engage or disengage the second mating tooth 212 and the output tooth 31. Thus, when the second mating tooth 212 engages with the output tooth 31, the power of the first motor 2 can be transmitted from the power input shaft 21 through the second mating tooth 212 and the output tooth 31 to the output gear set 3, which in turn transmits the power to the wheel axle, achieving wheel drive. When the first motor 2 is generating electricity, the second mating tooth 212 disengages from the output tooth 31, and the output gear is loosely sleeved on the outside of the power input shaft 21. Therefore, the output gear and the entire output gear set 3 will not experience dragging, which helps improve power generation efficiency.

[0046] In some embodiments, the input tooth 12, the first mating tooth 211, the second mating tooth 212 and the output tooth 31 are sequentially distributed along the axial direction of the power input shaft 21. Thus, the four teeth can be sequentially distributed along the axial direction of the power input shaft 21 to achieve a compact installation and reduce space occupation.

[0047] Among them, such as Figure 1 and Figure 2 As shown, the input tooth 12 is located at the right end of the first input shaft 11, the first mating tooth 211 is located at the left end of the power input shaft 21, and the second mating tooth 212 and the output tooth 31 are both located outside the power input shaft 21 and to the right of the first mating tooth 211. That is, the axis of the first input shaft 11 is parallel to and coincides with the axis of the power input shaft 21, thereby maximizing the utilization of axial space and making the overall installation more compact.

[0048] In some embodiments, the electromagnetic clutch 4 is configured as a dual-coil electromagnetic clutch, which is fitted over the first mating tooth portion 211 and the second mating tooth portion 212. The dual-coil electromagnetic clutch offers higher control precision and reliability, enabling rapid switching of the power transmission path. By fitting the dual-coil electromagnetic clutch over the first mating tooth portion 211, the connection or disconnection between the power input shaft 21 and the first input shaft 11 can be controlled, thereby controlling the power transmission between the engine 1 and the first electric motor 2. Similarly, by fitting the dual-coil electromagnetic clutch over the second mating tooth portion 212, the connection or disconnection between the power input shaft 21 and the output gear set 3 can be controlled, thereby controlling the power transmission between the first electric motor 2 and the wheel axle.

[0049] Therefore, by constructing the electromagnetic clutch 4 as a dual-coil electromagnetic clutch, it is possible to quickly switch the power transmission path, and it is also possible to achieve compact installation of the electromagnetic clutch 4 with the first mating tooth 211 and the second mating tooth 212, thereby sharing axial space and reducing the overall space occupation.

[0050] When the first electric motor 2 switches between different modes, the power drive system 100 can calculate the speed difference between the first electric motor 2 and the engine 1 or the wheel end in real time, thereby quickly compensating for the speed difference by adjusting the speed of the first electric motor 2, so that the vehicle maintains the continuity of power transmission during driving.

[0051] Specifically, such as Figure 3 As shown, when the power drive system 100 is running, it can determine whether to generate electricity. When the first motor 2 needs to generate electricity, the power drive system 100 can adjust the speed of the first motor 2. When the speed of the first motor 2 is the same as the speed of the engine 1, the electromagnetic clutch 4 can control the power connection between the two, thereby realizing the generation of electricity by the first motor 2. When the first motor 2 does not need to generate electricity, it determines whether to drive. When the first motor 2 needs to drive the wheels, the power drive system 100 can adjust the speed of the first motor 2. When the speed of the first motor 2 is the same as the speed of the wheels, the electromagnetic clutch 4 can control the power connection between the two, thereby realizing the drive of the wheels. When the first motor 2 does not need to generate electricity and does not need to drive the wheels, the electromagnetic clutch 4 can be disconnected from the power connection of the engine 1 and the wheels, and the electromagnetic clutch 4 is in neutral. Thus, by setting a dual-coil electromagnetic clutch, flexible switching and rapid response of different working modes can be achieved.

[0052] In some embodiments, the output gear set 3 includes a first output gear 32 and a second output gear 33. The output teeth 31 are coaxially arranged with the first output gear 32, and the first output gear 32 and the second output gear 33 mesh and transmit power. The second output gear 33 is used for power connection with the wheel axle. Through the cooperation of the first output gear 32 and the second output gear 33, power can be transmitted while the torque can be adjusted by utilizing the speed ratio between the first output gear 32 and the second output gear 33. For example, when the first output gear 32 is constructed as a small gear and the second output gear 33 is constructed as a large gear, the first output gear 32 rotates faster and the second output gear 33 rotates slower, thereby achieving the effect of reducing the speed and increasing the torque. Thus, by controlling the size of the first output gear 32 and the second output gear 33, the wheel axle can be stably driven to rotate, realizing the driving function of the vehicle.

[0053] In some embodiments, the first motor 2 is provided with a motor shaft 22, wherein the motor shaft 22 can transmit the rotational power generated by the motor rotor to an external load, or transmit the rotational power from the outside to the first motor 2 for power generation. That is, the first motor 2 transmits rotational power to the outside world through the motor shaft 22. The motor shaft 22 is provided with a motor gear 221, which can mesh with an external mechanical structure to realize the power transmission between the first motor 2 and the outside world.

[0054] The power input shaft 21 is equipped with an input gear 213, which meshes with a motor gear 221. That is, through the meshing of the input gear 213 and the motor gear 221, power transmission between the power input shaft 21 and the first electric motor 2 can be achieved. Specifically, the driving force from the engine 1 on the power input shaft 21 can be transmitted to the first electric motor 2 via the input gear 213 and the motor shaft 221 to generate electricity. Alternatively, the power from the first electric motor 2 can be transmitted to the power input shaft 21 via the motor shaft 22, the motor gear 221, and the input gear 213, causing the first electric motor 2 to drive the power input shaft 21 to rotate, thus performing electric drive operation. Therefore, the first electric motor 2 and the power input shaft 21 achieve mutual power transmission.

[0055] In some embodiments, the first electric motor 2 is located on the side of the motor gear 221 closer to the engine 1. Specifically, as shown... Figure 1 As shown, the first electric motor 2 is closer to the engine 1 in the axial direction, which makes the structure of the power drive system 100 more compact and reduces the space occupied in the vehicle.

[0056] Alternatively, in some other embodiments, the first electric motor 2 is located on the side of the motor gear 221 opposite to the engine 1. Specifically, as shown in... Figure 2 As shown, the first electric motor 2 is further away from the engine 1 in the axial direction. This allows for more space on the side where the engine 1 is located, providing more radial space to reduce the spatial constraints on the structural dimensions of the electromagnetic clutch 4. This makes the arrangement of the electromagnetic clutch 4 more flexible. At the same time, by placing the first electric motor 2 and the engine 1 on opposite sides of the motor gear 221, the weight distribution on both sides of the motor gear 221 is relatively balanced. This avoids the problem of the vehicle being prone to tilting due to excessive weight on the side closer to the engine 1, thus improving the safety of the vehicle's weight distribution.

[0057] In some embodiments, the motor shaft 22 and the power input shaft 21 are parallel and spaced apart, and the power input shaft 21 and the first input shaft 11 are axially opposite each other. Thus, the motor shaft 22 is parallel to both the power input shaft 21 and the first input shaft 11, and the power input shaft 21 and the first input shaft 11 are located at different axial positions on the same axis, such as... Figure 1 and Figure 2 As shown, the first input shaft 11 and the power input shaft 21 are arranged facing each other in the left-right direction, which not only helps to shorten the power transmission path between the first input shaft 11 and the power input shaft 21, but also increases the axial space utilization of the power input shaft 21.

[0058] Furthermore, by arranging the motor shaft 22 parallel to the power input shaft 21, the transmission distance between the motor shaft 22 and the power input shaft 21 can be shortened when they are driven by gears. The motor shaft 22 can be spaced apart from the power input shaft 21 longitudinally or vertically, reducing the limitations on their relative positions. This achieves a parallel axial arrangement between the first electric motor 2 and the engine 1, facilitating a compact axial spatial layout.

[0059] In some embodiments, the first input shaft 11 is provided with a dual-mass flywheel 13. When the engine 1 transmits power through the first input shaft 11, the dual-mass flywheel 13 can isolate the torsional vibration of the engine 1. Specifically, as shown in the figure... Figure 1 As shown, the engine 1 drives the first input shaft 11 to rotate. When the first input shaft 11 rotates, it will vibrate and transmit to other mechanical mechanisms. The dual-mass flywheel 13 can isolate the vibration, so that the vibration will not be transmitted to other mechanical structures such as the power input shaft 21, thereby protecting other mechanical components and improving the smoothness of driving.

[0060] This utility model also proposes a vehicle.

[0061] The vehicle according to the embodiments of this utility model includes a power drive system 100 of any of the above embodiments. Specifically, by employing a dual-mode integrated first electric motor 2, dynamic switching between power generation mode and drive mode can be achieved, reducing the number of motors and lowering costs. By incorporating an electromagnetic clutch 4, the power mode can be flexibly switched, ensuring efficient and smooth power transmission. Simultaneously, the engine 1, the first electric motor 2, and the output gear set 3 are arranged in a parallel-axis configuration, achieving a compact axial layout, optimizing axial space, and reducing the vehicle's space occupation.

[0062] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example 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.

[0063] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power drive system, characterized by, include: An engine (1) and a first electric motor (2), wherein the engine (1) is connected to a first input shaft (11) and the first electric motor (2) is powered by a power input shaft (21); Output gear set (3), the output gear set (3) is used for power connection with wheel axle; An electromagnetic clutch (4) is used to selectively establish or disconnect power transmission between the first input shaft (11) and the output gear set (3) and the power input shaft (21), respectively.

2. The power drive system of claim 1, wherein, The first input shaft (11) is provided with an input tooth (12), the power input shaft (21) is provided with a first mating tooth (211), and the electromagnetic clutch (4) is used to selectively engage or disengage the input tooth (12) from the first mating tooth (211). And / or, the output gear set (3) includes an output tooth (31), the power input shaft (21) is provided with a second mating tooth (212), and the electromagnetic clutch (4) is used to selectively engage or disengage the output tooth (31) from the second mating tooth (212).

3. The power drive system of claim 2, wherein, Along the axial direction of the power input shaft (21), the input tooth (12), the first mating tooth (211), the second mating tooth (212) and the output tooth (31) are distributed in sequence.

4. The power drive system of claim 2, wherein, The electromagnetic clutch (4) is constructed as a double-coil electromagnetic clutch, and the double-coil electromagnetic clutch is sleeved outside the first mating tooth (211) and the second mating tooth (212).

5. The power drive system of claim 2, wherein, The output gear set (3) includes a first output gear (32) and a second output gear (33). The output tooth (31) is coaxially arranged with the first output gear (32). The first output gear (32) meshes with the second output gear (33) for transmission, and the second output gear (33) is used for power connection with the wheel axle.

6. The power drive system of any one of claims 1-5, wherein, The first electric motor (2) is provided with a motor shaft (22), and the motor shaft (22) is provided with a motor gear (221); The power input shaft (21) is provided with an input gear (213), which meshes with the motor gear (221).

7. The power drive system of claim 6, wherein, The first electric motor (2) is located on the side of the motor gear (221) closer to the engine (1); Alternatively, the first electric motor (2) is located on the side of the motor gear (221) away from the engine (1).

8. The power drive system of claim 6, wherein, The motor shaft (22) is parallel and spaced apart from the power input shaft (21), and the power input shaft (21) is axially opposite to the first input shaft (11).

9. The power drive system of any one of claims 1-5, wherein, The first input shaft (11) is equipped with a dual-mass flywheel (13).

10. A vehicle characterized by comprising: The power drive system includes any one of claims 1-9.

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