Powertrain for a vehicle and vehicle

Abstract

This utility model discloses a powertrain for a vehicle and a vehicle. The powertrain includes a first input shaft, a first planetary gear assembly, a motor, a second input shaft, and an engine. The first planetary gear assembly includes a first sun gear, a first planet carrier, and a first ring gear that cooperate with each other. One of the first sun gear, the first planet carrier, and the first ring gear is connected to the first input shaft. The output end of the motor is connected to another of the first sun gear, the first planet carrier, and the first ring gear. The second input shaft is selectively connected to the first input shaft via a first clutch, and the second input shaft is selectively connected to the remaining one of the first sun gear, the first planet carrier, and the first ring gear via a second clutch. The output end of the engine is selectively connected to the second input shaft. According to the powertrain of this utility model, multiple power transmission paths and operating modes are realized, which can effectively meet the power requirements of the vehicle under different operating conditions. It has a compact structure and low cost.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a powertrain for vehicles and a vehicle. Background Technology

[0002] In terms of powertrain architecture for hybrid vehicles, single-motor architecture and dual-motor architecture are the two most common forms currently.

[0003] Among related technologies, while single-motor architectures are simple in structure, they have limited functional modes, poor power supply capabilities, and low efficiency in pure electric drive or energy recovery, resulting in higher overall vehicle fuel consumption. Dual-motor architectures improve system functionality and efficiency by increasing the number of motors, enabling more drive modes and better energy management. However, dual-motor architectures are structurally complex, significantly increasing weight and cost, and requiring more space for vehicle layout. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a powertrain for vehicles. According to the powertrain of this invention, multiple power transmission paths and operating modes are realized, effectively meeting the power requirements of vehicles under different operating conditions, and the structure is compact and low-cost.

[0005] This utility model also proposes a vehicle having the above-mentioned powertrain.

[0006] The powertrain according to this utility model is used in a vehicle, the powertrain comprising: a first input shaft; a first planetary gear assembly, the first planetary gear assembly including a first sun gear, a first planet carrier, and a first ring gear that cooperate with each other, one of the first sun gear, the first planet carrier, and the first ring gear being connected to the first input shaft; a motor, the output end of the motor being connected to another of the first sun gear, the first planet carrier, and the first ring gear; a second input shaft, the second input shaft being selectively connected to the first input shaft via a first clutch, and the second input shaft being selectively connected to the remaining one of the first sun gear, the first planet carrier, and the first ring gear via a second clutch; and an engine, the output end of the engine being selectively connected to the second input shaft.

[0007] According to the powertrain of this utility model, when both the first clutch and the second clutch are engaged, two of the first sun gear, the first planetary carrier, and the first ring gear are connected and fixed, the first planetary gear assembly is locked, and synchronous overall rotation is achieved. The power output by the motor is transmitted to the first input shaft at a 1:1 transmission ratio. When at least one of the first clutch and the second clutch is disengaged, the relative motion relationship between the components within the first planetary gear assembly changes, and the transmission ratio is adjusted accordingly. The first planetary gear assembly then transmits the adjusted power output by the motor to the first input shaft.

[0008] The power generated by the engine enters the powertrain system through the second input shaft. Depending on the engagement and disengagement of the first and second clutches, the engine power can be transmitted through different paths. It can be transmitted directly to the first input shaft, or first transmitted to the first planetary gear assembly, coupled with the power output from the motor, and then transmitted to the first input shaft, to adapt to different operating conditions.

[0009] Based on the engagement and disengagement states of the first and second clutches, the transmission ratio of the motor power transmission and the engine power transmission path can be adjusted, allowing for the formation of multiple operating modes. Compared to the single-motor architecture in related technologies, the powertrain of this invention offers richer operating modes and better power performance. Compared to the dual-motor architecture in related technologies, the powertrain of this invention can also achieve multiple operating modes, but with a reduced number of motors, a compact structure, and significant cost advantages, balancing both power and economy.

[0010] According to some embodiments of the present invention, the output end of the motor is connected to the first sun gear, the first input shaft is connected to one of the first planetary carrier and the first ring gear, and the second input shaft is selectively connected to the other of the first planetary carrier and the first ring gear via a second clutch.

[0011] According to some embodiments of the present invention, the powertrain further includes a housing, which is selectively connected to another of the first planetary carrier and the first ring gear via a third clutch.

[0012] According to some embodiments of the present invention, the powertrain has a first hybrid mode and a second hybrid mode; in the first hybrid mode, the output end of the engine is connected to the second input shaft, the first clutch is engaged, one of the second clutch and the third clutch is engaged, and the other of the second clutch and the third clutch is disengaged; in the second hybrid mode, the output end of the engine is connected to the second input shaft, the first clutch and the third clutch are disengaged, and the second clutch is engaged.

[0013] According to some embodiments of the present invention, the powertrain also has a pure electric mode, in which the output end of the engine is disconnected from the second input shaft, and the pure electric mode has a first gear and a second gear; in the first gear, the first clutch and the second clutch are disengaged, and the third clutch is engaged; in the second gear, the first clutch and the second clutch are engaged, and the third clutch is disengaged.

[0014] According to some embodiments of the present invention, the powertrain also has a pure engine mode, in which the output end of the engine is connected to the second input shaft and the first clutch is engaged.

[0015] According to some embodiments of the present invention, the powertrain further includes: a multi-speed transmission device, the input end of which is selectively connected to the output end of the engine, the output end of which is connected to the second input shaft, and the multi-speed transmission device is adapted to adjust the transmission ratio.

[0016] According to some embodiments of the present invention, the powertrain further includes: a transfer case, the input end of which is connected to the first input shaft, the transfer case having a first output end and a second output end; a front axle output shaft, which is drivenly connected to the first output end; and a rear axle output shaft, which is drivenly connected to the second output end.

[0017] According to some embodiments of the present invention, the transfer case is provided with a second planetary gear assembly, the second planetary gear assembly including a second sun gear, a second planet carrier, and a second ring gear that cooperate with each other, one of the second sun gear, the second planet carrier, and the second ring gear being connected to the first input shaft, the other of the second sun gear, the second planet carrier, and the second ring gear being drivenly connected to the front axle output shaft, and the remaining one of the second sun gear, the second planet carrier, and the second ring gear being drivenly connected to the rear axle output shaft.

[0018] The vehicle according to this utility model is briefly described below.

[0019] The vehicle according to this utility model includes the powertrain described in any of the above embodiments. Since the vehicle according to this utility model includes the powertrain described in any of the above embodiments, it achieves multiple power function modes, improving fuel economy while ensuring excellent power performance. Compared with hybrid vehicles in related technologies, it has a more compact structural layout and lower manufacturing cost advantages.

[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 utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0022] Figure 1 This is a structural diagram of a powertrain according to an embodiment of the present invention;

[0023] Figure 2 This is a structural diagram of a powertrain according to another embodiment of the present invention;

[0024] Figure 3 This is a structural diagram of a powertrain according to another embodiment of the present utility model;

[0025] Figure 4 This is a structural diagram of a powertrain according to an embodiment of the present invention, comprising a transfer case, a first input shaft, a front axle output shaft, and a rear axle output shaft.

[0026] Figure label:

[0027] 1. Powertrain;

[0028] 11. First input axis;

[0029] 12. First planetary gear set assembly; 121. First sun gear; 122. First planetary carrier; 123. First gear ring;

[0030] 13. Motor; 14. Second input shaft; 15. Engine;

[0031] 161. First clutch; 162. Second clutch; 163. Third clutch;

[0032] 17. Housing; 18. Multi-speed transmission device;

[0033] 19. Transfer case; 191. Second planetary gear assembly; 1911. Second sun gear; 1912. Second planetary carrier; 1913. Second ring gear;

[0034] 20. Front axle output shaft; 21. Rear axle output shaft. Detailed Implementation

[0035] 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.

[0036] 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.

[0037] 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.

[0038] Among related technologies, while single-motor architectures are simple in structure, they have limited functional modes, poor power supply capabilities, and low efficiency in pure electric drive or energy recovery, resulting in higher overall vehicle fuel consumption. Dual-motor architectures improve system functionality and efficiency by increasing the number of motors, enabling more drive modes and better energy management. However, dual-motor architectures are structurally complex, significantly increasing weight and cost, and requiring more space for vehicle layout.

[0039] The following is for reference. Figures 1-4 The powertrain 1 according to an embodiment of the present utility model is described.

[0040] like Figures 1-3As shown, the powertrain 1 according to this utility model is used in a vehicle. The powertrain 1 includes a first input shaft 11, a first planetary gear assembly 12, a motor 13, a second input shaft 14, and an engine 15. The components work together through a specific connection method to realize the power transmission and drive of the vehicle.

[0041] The first planetary gear assembly 12 includes a first sun gear 121, a first planet carrier 122, and a first ring gear 123 that mesh with each other, and transmits and distributes power through the meshing relationship of the planetary gears. One of the first sun gear 121, the first planet carrier 122, and the first ring gear 123 is connected to the first input shaft 11, so that power can be transmitted from the first planetary gear assembly 12 to the first input shaft 11, and the first input shaft 11 further transmits power to drive the vehicle.

[0042] The output end of the motor 13 is connected to another of the first sun gear 121, the first planetary carrier 122 and the first ring gear 123, so that the motor 13 can provide power to the first planetary gear assembly 12 as a power source, and the first planetary gear assembly 12 can further transmit the power to the first input shaft 11.

[0043] The second input shaft 14 is selectively connected to the first input shaft 11 via a first clutch 161. The first clutch 161 controls the power transmission between the second input shaft 14 and the first input shaft 11. When the first clutch 161 is engaged, the second input shaft 14 and the first input shaft 11 are connected together and transmit power together; when the first clutch 161 is disengaged, the second input shaft 14 and the first input shaft 11 are disconnected and operate independently.

[0044] The second input shaft 14 can be selectively connected to one of the other three components—the first sun gear 121, the first planetary carrier 122, and the first ring gear 123—via the second clutch 162. The second clutch 162 controls the power transmission between the second input shaft 14 and the planetary gear assembly, further enriching the paths and methods of power transmission.

[0045] When both the first clutch 161 and the second clutch 162 are engaged, two of the first sun gear 121, the first planetary carrier 122, and the first ring gear 123 are connected and fixed, the first planetary gear assembly 12 is locked, and synchronous overall rotation is achieved. The power output from the motor 13 is transmitted to the first input shaft 11 at a 1:1 transmission ratio. When at least one of the first clutch 161 and the second clutch 162 is disengaged, the relative motion relationship between the components within the first planetary gear assembly 12 changes, and the transmission ratio is adjusted accordingly. The first planetary gear assembly 12 then transmits the adjusted power output from the motor 13 to the first input shaft 11.

[0046] The output of engine 15 can be selectively connected to the second input shaft 14. The power generated by engine 15 enters the powertrain 1 system through the second input shaft 14. Depending on the engagement and disengagement of the first clutch 161 and the second clutch 162, the power of engine 15 can be transmitted through different paths. It can be directly transmitted to the first input shaft 11, or first transmitted to the first planetary gear assembly 12, coupled with the power output from the motor 13, and then transmitted to the first input shaft 11, to adapt to different operating conditions.

[0047] According to the powertrain 1 of this utility model, the transmission ratio of the power transmission of the motor 13 and the power transmission path of the engine 15 can be adjusted based on the engagement and disengagement states of the first clutch 161 and the second clutch 162, and multiple operating modes can be formed. Compared with the single-motor architecture in related technologies, the powertrain 1 of this utility model has richer operating modes and better power performance; compared with the dual-motor architecture in related technologies, the powertrain 1 of this utility model can also realize multiple operating modes, but reduces the number of motors, has a compact structure, obvious cost advantages, and balances power and economy.

[0048] Therefore, the powertrain 1 according to this utility model realizes multiple power transmission paths and working modes, which can effectively meet the power needs of vehicles under different working conditions, and has a compact structure and low cost.

[0049] According to some embodiments of this utility model, such as Figures 1-3 As shown, the output end of the motor 13 is connected to the first sun gear 121, allowing the motor 13 to directly drive the first sun gear 121 to rotate, and then transmit power to other components of the first planetary gear assembly 12 through the meshing relationship of the planetary gears. The sun gear is located at the center of the first planetary gear assembly 12, and the direct connection of the motor 13 to the sun gear makes the structure more compact and saves more space.

[0050] The first input shaft 11 is connected to one of the first planetary carrier 122 and the first ring gear 123, enabling the first planetary gear assembly 12 to transmit power to the first input shaft 11, thereby driving the vehicle. The second input shaft 14 is selectively connected to the other of the first planetary carrier 122 and the first ring gear 123 via a second clutch 162, thereby enabling control of the first planetary gear assembly 12. By adjusting the engagement state of the second clutch 162, the kinematic relationship of the internal components of the first planetary gear assembly 12 can be changed, thereby flexibly adjusting the transmission characteristics of the first planetary gear assembly 12 and achieving outputs with different transmission ratios.

[0051] According to some embodiments of the present invention, the powertrain 1 further includes a housing 17, which is selectively connected to another of the first planetary carrier 122 and the first ring gear 123 via a third clutch 163. When the third clutch 163 is engaged, the housing 17 is fixedly connected to the corresponding planetary carrier or ring gear, making it a stationary component, thereby enabling the first planetary gear assembly 12 to achieve a torque-increasing ratio, significantly improving the torque output capability under low-speed conditions, and allowing the powertrain 1 to achieve a wider range of transmission modes.

[0052] According to some embodiments of this utility model, such as Figures 1-3 As shown, the first clutch 161, the second clutch 162, and the third clutch 163 can be selectively engaged or disengaged, achieving multiple operating modes through combinations of different clutches. The powertrain 1 has a first hybrid mode and a second hybrid mode, allowing switching to a more optimal operating mode based on vehicle operating conditions.

[0053] In the first hybrid mode, the output of engine 15 is connected to the second input shaft 14, allowing the power of engine 15 to be smoothly input into the powertrain 1 system. The first clutch 161 engages, connecting the second input shaft 14 to the first input shaft 11, at which point the power of engine 15 can be directly transmitted to the first input shaft 11 via the second input shaft 14. Simultaneously, one of the second clutch 162 and the third clutch 163 engages, while the other disengages.

[0054] When the second clutch 162 engages, the first planetary carrier 122 and the first ring gear 123 are fixedly connected, and the first planetary gear assembly 12 is locked, achieving synchronous overall rotation. The power output from the motor 13 can be directly transmitted to the first input shaft 11, achieving a 1:1 transmission ratio. When the third clutch 163 engages, the housing 17 is connected to the other of the first planetary carrier 122 and the first ring gear 123, making it a stationary component. The first planetary gear assembly 12 forms a torque-increasing ratio, resulting in greater output torque. In the first hybrid mode, different gear power outputs can be achieved by controlling the engagement state of the second clutch 162 and the third clutch 163.

[0055] In the second hybrid mode, the output of engine 15 is connected to the second input shaft 14, allowing the power of engine 15 to be smoothly input into the powertrain 1 system. The first clutch 161 and the third clutch 163 are disengaged, and the second clutch 162 is engaged, so that the power of engine 15 is delivered through a specific transmission path, realizing the electronic continuously variable transmission (eCVT) working mode.

[0056] Specifically, when the second clutch 162 is engaged and the third clutch 163 is disengaged, the power output by the engine 15 is input to the first planetary gear assembly 12 through the second input shaft 14, and the motor 13 continuously provides auxiliary power through the first sun gear 121. The first planetary gear assembly 12 adjusts the speed relationship so that the power of the engine 15 and the motor 13 achieves continuously variable coupling in the first planetary gear assembly 12. The coupled power is transmitted to the first input shaft 11 through the first planetary gear assembly 12.

[0057] During vehicle start-up, engine 15 can operate at a relatively low speed and a high torque output range, while electric motor 13 responds and provides additional torque assistance. Through the speed adjustment of the first planetary gear assembly 12, the power of the two is integrated, allowing the vehicle to start smoothly and quickly, improving fuel economy and power, while also enhancing driving performance and experience.

[0058] According to some embodiments of this utility model, such as Figures 1-3 As shown, the powertrain 1 also has a pure electric mode. In the pure electric mode, the output of the engine 15 is disconnected from the second input shaft 14. At this time, the powertrain 1 relies solely on the motor 13 to provide power to drive the vehicle.

[0059] The pure electric mode has a first gear and a second gear. By combining different clutch engagement and disengagement states, different power transmission paths and transmission characteristics are achieved to meet the pure electric drive requirements of the vehicle under different operating conditions.

[0060] In the first gear, the first clutch 161 and the second clutch 162 are disengaged, and the third clutch 163 is engaged. At this time, the housing 17 is fixedly connected to another of the first planetary carrier 122 and the first ring gear 123 via the third clutch 163, making it a stationary component. The power output from the motor 13 is transmitted to the first sun gear 121. Due to the fixed housing 17, the first planetary gear assembly 12 generates a torque-increasing ratio, so that the power output from the motor 13, after being adjusted by the first planetary gear assembly 12, is transmitted to the first input shaft 11 with a larger torque, thereby driving the vehicle.

[0061] In the second gear, the first clutch 161 and the second clutch 162 are engaged, while the third clutch 163 is disengaged. At this time, two of the first sun gear 121, the first planetary carrier 122, and the first ring gear 123 are connected and fixed, and the first planetary gear set 12 is locked, achieving synchronous overall rotation. The power output from the motor 13 can be directly transmitted to the first planetary gear set 12 through the first sun gear 121, and then transmitted to the first input shaft 11 at a 1:1 gear ratio, thereby driving the vehicle.

[0062] According to some embodiments of this utility model, such as Figures 1-3As shown, the powertrain 1 also has a pure engine mode. In pure engine mode, the output end of the engine 15 is connected to the second input shaft 14, so that the power generated by the engine 15 can be smoothly input into the powertrain 1 system. At the same time, the first clutch 161 is engaged, connecting the second input shaft 14 to the first input shaft 11, realizing the direct transmission of power from the engine 15 from the second input shaft 14 to the first input shaft 11.

[0063] According to some embodiments of this utility model, such as Figures 1-3 As shown, the powertrain 1 also includes a multi-speed transmission 18. The input end of the multi-speed transmission 18 is selectively connected to the output end of the engine 15. Therefore, the multi-speed transmission 18 and the engine 15 are not always connected, but can be connected or disconnected according to actual needs. When the engine 15 is not required to directly participate in power output, the multi-speed transmission 18 can be disconnected from the engine 15. When the input end of the multi-speed transmission 18 is connected to the output end of the engine 15, the engine 15 can provide power to the multi-speed transmission 18, which then adjusts the power transmission speed.

[0064] The output end of the multi-speed transmission 18 is connected to the second input shaft 14, transmitting the power after speed adjustment to the second input shaft 14. The multi-speed transmission 18 is suitable for adjusting the transmission ratio, realizing the switching of different transmission ratios. According to the actual driving needs of the vehicle, by adjusting the transmission ratio of the power output of the engine 15, the working efficiency of the engine 15 can be optimized, meeting the power and speed requirements of the vehicle under different operating conditions.

[0065] According to some embodiments of this utility model, such as Figures 1-3 As shown, the powertrain 1 also includes a transfer case 19, a front axle output shaft 20, and a rear axle output shaft 21. The input end of the transfer case 19 is connected to the first input shaft 11, so that the power transmitted from the first input shaft 11 enters the transfer case 19. The transfer case 19 has a first output end and a second output end, through which the transfer case 19 can distribute the input power.

[0066] The front axle output shaft 20 is connected to the first output end to transmit power. The front axle output shaft 20 is connected to the front axle of the vehicle and is responsible for transmitting power to the front wheels to drive the vehicle forward. Through the first output end of the transfer case 19, the powertrain 1 can provide the necessary driving force to the front wheels.

[0067] The rear axle output shaft 21 is driven to the second output end. The rear axle output shaft 21 is connected to the rear axle of the vehicle and is responsible for transmitting power to the rear wheels. Through the second output end of the transfer case 19, the powertrain 1 can provide the necessary driving force to the rear wheels. The rear axle output shaft 21 works in conjunction with the front axle output shaft 20 to provide stable driving force to the vehicle.

[0068] Power is distributed to the front axle output shaft 20 and the rear axle output shaft 21 via the transfer case 19, enabling the powertrain 1 to achieve four-wheel drive and adjust the power distribution ratio between the front and rear axles according to actual driving needs.

[0069] According to some embodiments of this utility model, such as Figure 4 As shown, the transfer case 19 is provided with a second planetary gear assembly 191. The second planetary gear assembly 191 includes a second sun gear 1911, a second planet carrier 1912 and a second ring gear 1913 that cooperate with each other. The transfer case 19 can realize a variety of power distribution methods through the second planetary gear assembly 191.

[0070] One of the second sun gear 1911, the second planetary carrier 1912, and the second ring gear 1913 is connected to the first input shaft 11, so that the power output from the first input shaft 11 can be directly transmitted to the second planetary gear assembly 191, so as to distribute the power output from the first input shaft 11.

[0071] Another of the second sun gear 1911, the second planetary carrier 1912, and the second ring gear 1913 is connected to the front axle output shaft 20, so that the front axle output shaft 20 can transmit the power distributed by the second planetary gear assembly 191 to the front axle to drive the front wheels to rotate.

[0072] The remaining one of the second sun gear 1911, the second planetary carrier 1912, and the second ring gear 1913 is drive-connected to the rear axle output shaft 21, so that the rear axle output shaft 21 can transmit the power distributed by the second planetary gear assembly 191 to the rear axle to drive the rear wheel to rotate.

[0073] Power is transmitted to the second planetary gear set 191 via the first input shaft 11. The second planetary gear set 191 distributes power according to the connection relationship and motion characteristics of its internal second sun gear 1911, second planet carrier 1912, and second ring gear 1913. A portion of the power is transmitted to the front axle via the front axle output shaft 20, and the other portion is transmitted to the rear axle via the rear axle output shaft 21, thus achieving four-wheel drive. By rationally designing the connection relationships and transmission ratios of the components in the second planetary gear set 191, the power distribution ratio to the front and rear axles can be flexibly adjusted to adapt to different driving conditions and the needs of four-wheel drive vehicles.

[0074] By adjusting the relevant transmission parameters of the second planetary gear set 191, it is easy to adapt to different types of four-wheel drive vehicles, meeting the diverse power distribution needs of different models. Furthermore, the planetary gear set has a compact structure, enabling efficient power distribution within a limited space, resulting in a relatively small overall powertrain 1 size. This facilitates layout and installation on the vehicle, reducing the difficulty of vehicle integration.

[0075] The vehicle according to this utility model is briefly described below.

[0076] The vehicle according to this utility model includes the powertrain 1 in any of the above embodiments. Since the vehicle according to this utility model includes the powertrain 1 in any of the above embodiments, it achieves multiple power function modes, improving fuel economy while ensuring excellent power performance. Compared with hybrid vehicles in related technologies, it has a more compact structural layout and lower manufacturing cost advantages.

[0077] 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.

[0078] 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 powertrain for a vehicle, characterized by, include: First input axis (11); The first planetary gear assembly (12) includes a first sun gear (121), a first planet carrier (122) and a first ring gear (123) that cooperate with each other, and one of the first sun gear (121), the first planet carrier (122) and the first ring gear (123) is connected to the first input shaft (11). The motor (13) has its output end connected to another of the first sun gear (121), the first planet carrier (122), and the first ring gear (123); The second input shaft (14) is selectively connected to the first input shaft (11) via the first clutch (161), and the second input shaft (14) is selectively connected to one of the first sun gear (121), the first planet carrier (122) and the first ring gear (123) via the second clutch (162); An engine (15) whose output is optionally connected to the second input shaft (14).

2. The powertrain of claim 1, wherein, The output end of the motor (13) is connected to the first sun gear (121), the first input shaft (11) is connected to one of the first planetary carrier (122) and the first ring gear (123), and the second input shaft (14) is selectively connected to the other of the first planetary carrier (122) and the first ring gear (123) via the second clutch (162).

3. The powertrain of claim 2, wherein, Also includes: The housing (17) is selectively connected to another of the first planetary carrier (122) and the first gear ring (123) via a third clutch (163).

4. The powertrain of claim 3, wherein, The powertrain has a first hybrid mode and a second hybrid mode; In the first hybrid mode, the output end of the engine (15) is connected to the second input shaft (14), the first clutch (161) is engaged, one of the second clutch (162) and the third clutch (163) is engaged, and the other of the second clutch (162) and the third clutch (163) is disengaged; In the second hybrid mode, the output end of the engine (15) is connected to the second input shaft (14), the first clutch (161) and the third clutch (163) are disengaged, and the second clutch (162) is engaged.

5. The powertrain according to claim 4, characterized in that, The powertrain also has a pure electric mode, in which the output of the engine (15) is disconnected from the second input shaft (14), and the pure electric mode has a first gear and a second gear; In the first gear, the first clutch (161) and the second clutch (162) are disengaged, and the third clutch (163) is engaged; In the second gear, the first clutch (161) and the second clutch (162) are engaged, and the third clutch (163) is disengaged.

6. The powertrain of claim 4, wherein, The powertrain also has a pure engine mode in which the output of the engine (15) is connected to the second input shaft (14) and the first clutch (161) is engaged.

7. The powertrain of claim 1, wherein, Also includes: A multi-speed transmission device (18) is provided, the input end of which is selectively connected to the output end of the engine (15), the output end of which is connected to the second input shaft (14), and the multi-speed transmission device (18) is adapted to adjust the transmission ratio.

8. The powertrain of claim 1, wherein, Also includes: Transfer case (19), the input end of the transfer case (19) is connected to the first input shaft (11), and the transfer case (19) has a first output end and a second output end; The front axle output shaft (20) is drivenly connected to the first output end; The rear axle output shaft (21) is driven to the second output end.

9. The powertrain of claim 8, wherein, The transfer case (19) is provided with a second planetary gear assembly (191), which includes a second sun gear (1911), a second planetary carrier (1912), and a second ring gear (1913) that cooperate with each other. One of the second sun gear (1911), the second planetary carrier (1912), and the second ring gear (1913) is connected to the first input shaft (11), the other of the second sun gear (1911), the second planetary carrier (1912), and the second ring gear (1913) is driven to the front axle output shaft (20), and the remaining one of the second sun gear (1911), the second planetary carrier (1912), and the second ring gear (1913) is driven to the rear axle output shaft (21).

10. A vehicle characterized by comprising: Includes the powertrain described in any one of claims 1-9.

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