A vehicle powertrain system and a vehicle

Abstract

This application discloses a vehicle powertrain system and a vehicle. The vehicle powertrain system is applied to a vehicle and includes a first powertrain system. The first powertrain system includes a first drive shaft, a motor, an engine, a transmission assembly, a first clutch mechanism, and a second clutch mechanism. The motor is used to output power or electricity and has a motor shaft; the engine is used to output power and has an engine shaft; the transmission assembly includes a drive shaft that is drively connected to the motor shaft; the first clutch mechanism is connected to both the engine shaft and the drive shaft, and is configured to connect or disconnect the engine shaft and the drive shaft; the second clutch mechanism is also connected to both the first drive shaft and the drive shaft, and is configured to connect or disconnect the first drive shaft and the drive shaft. Therefore, different transmission modes can be adjusted by the cooperation of the first and second clutch mechanisms, allowing the vehicle to switch between different operating modes and enhancing the adaptability of the vehicle powertrain system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle powertrain system and a vehicle. Background Technology

[0002] With the rapid development of the new energy industry, the emergence of range extender systems has alleviated range anxiety for new energy vehicles and has been widely recognized by the market.

[0003] Currently, improving the flexibility of vehicle power systems and their adaptability under different operating conditions has become an urgent problem to be solved. Utility Model Content

[0004] The main objective of this application is to provide a vehicle powertrain system and a vehicle, which aims to solve the aforementioned technical problems existing in the prior art.

[0005] To address the aforementioned problems, this application provides a vehicle powertrain system applied to a vehicle. The vehicle powertrain system includes a first powertrain system, comprising a first drive shaft, a motor, an engine, a transmission assembly, a first clutch mechanism, and a second clutch mechanism. The motor is used to output power or electricity and has a motor shaft; the engine is used to output power and has an engine shaft; the transmission assembly includes a drive shaft that is drively connected to the motor shaft; the first clutch mechanism is connected to both the engine shaft and the drive shaft, and is configured to connect or disconnect the engine shaft and the drive shaft; the second clutch mechanism is connected to both the first drive shaft and the drive shaft, and is configured to connect or disconnect the first drive shaft and the drive shaft.

[0006] In some embodiments, the transmission assembly further includes a first gear and a second gear connected to each other, the first gear being connected to the motor shaft and the second gear being connected to the transmission shaft, the size of the first gear being smaller than the size of the second gear.

[0007] In some embodiments, the transmission assembly further includes a differential assembly and a third gear, the third gear being connected to a second clutch mechanism, the differential assembly being connected to a first drive shaft and the third gear respectively, and the second clutch mechanism being configured to connect or disconnect the third gear from the drive shaft.

[0008] In some embodiments, the transmission assembly further includes a differential assembly, a fourth gear, and an intermediate shaft assembly. The fourth gear is connected to a drive shaft, the differential assembly is connected to a first drive shaft and an intermediate shaft assembly, the intermediate shaft assembly includes an intermediate shaft, and a second clutch mechanism is configured to connect or disconnect the intermediate shaft from the fourth gear.

[0009] In some embodiments, the intermediate shaft assembly further includes a first intermediate shaft gear and a second intermediate shaft gear, the first intermediate shaft gear being connected to a fourth gear, the second intermediate shaft gear being connected to the intermediate shaft and the differential assembly respectively, and a second clutch mechanism being connected to the first intermediate shaft gear and the intermediate shaft respectively, the second clutch mechanism being configured to connect or disconnect the intermediate shaft from the first intermediate shaft gear.

[0010] In some embodiments, the vehicle powertrain system further includes a second powertrain system, which includes a second drive shaft and outputs power through the second drive shaft.

[0011] In some embodiments, the first power system further includes a third clutch mechanism connected to the differential assembly and the first drive shaft, respectively, and the third clutch mechanism is configured to connect or disconnect the differential assembly and the first drive shaft.

[0012] In some embodiments, the first power system further includes a torsional damper connected to the engine shaft.

[0013] In some embodiments, the orthographic projection of the motor in the vehicle's driving direction and the orthographic projection of the transmission assembly in the driving direction at least partially overlap.

[0014] To address the aforementioned problems, this application provides a vehicle including the aforementioned vehicle powertrain system.

[0015] Compared with the prior art, the vehicle powertrain system of this application is applied to a vehicle. The vehicle powertrain system includes a first powertrain system, which includes a first drive shaft, a motor, an engine, a transmission assembly, a first clutch mechanism, and a second clutch mechanism. The motor is used to output power or electricity and has a motor shaft; the engine is used to output power and has an engine shaft; the transmission assembly includes a drive shaft, which is drively connected to the motor shaft; the first clutch mechanism is connected to both the engine shaft and the drive shaft, and is configured to connect or disconnect the engine shaft and the drive shaft; the second clutch mechanism is connected to both the first drive shaft and the drive shaft, and is configured to connect or disconnect the first drive shaft and the drive shaft. Through the above implementation, the first clutch mechanism and the second clutch mechanism can cooperate to adjust different transmission modes between the engine shaft, the drive shaft, and the first drive shaft. Simultaneously, they can cooperate with the motor and the engine to adjust different power or electricity output modes, thereby enabling the vehicle to flexibly switch between different operating modes. This improves the flexibility of the vehicle powertrain system, enhances its adaptability under different operating conditions, and improves the vehicle's energy management and power response efficiency through adaptive switching between multiple operating modes. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of a vehicle according to one or more embodiments of this application;

[0018] Figure 2 This is a first structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application;

[0019] Figure 3 This is a second structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application;

[0020] Figure 4 This is a third structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application;

[0021] Figure 5 This is a schematic diagram of the structure of a second power system of a vehicle power system according to one or more embodiments of this application.

[0022] Reference numerals: Vehicle 1; Vehicle powertrain 2; First powertrain 10; First drive shaft 11; Motor 12; Motor shaft 121; Engine 13; Engine shaft 131; Transmission assembly 14; Drive shaft 141; First gear 142; Second gear 143; Differential assembly 144; Third gear 145; Fourth gear 146; Intermediate shaft assembly 147; Intermediate shaft 1471; First intermediate shaft gear 1472; Second intermediate shaft gear 1473; First clutch mechanism 15; Second clutch mechanism 16; Third clutch mechanism 17; Torsional damper 18; Second powertrain 20; Second drive shaft 21; Travel direction x1. Detailed Implementation

[0023] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0025] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0026] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0027] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0028] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0029] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0030] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0031] With the rapid development of the new energy industry, the emergence of range extender systems has alleviated range anxiety for new energy vehicles and has been widely recognized by the market.

[0032] Currently, improving the flexibility of vehicle power systems and their adaptability under different operating conditions has become an urgent problem to be solved.

[0033] Please refer to Figure 1 , Figure 1 This is a structural schematic diagram of a vehicle according to one or more embodiments of this application.

[0034] Vehicle 1 can be a new energy vehicle, such as a hybrid electric vehicle or a range-extended electric vehicle. Vehicle 1 can be a front-wheel drive vehicle, a four-wheel drive vehicle, etc. Vehicle 1 includes a vehicle power system 2, which provides power to drive vehicle 1. In some application scenarios, vehicle power system 2 can include a first power system 10 and a second power system 20. When vehicle 1 is in motion, at least one of the first power system 10 and the second power system 20 can provide power to drive vehicle 1.

[0035] Please refer to Figures 2-3 , Figure 2 This is a first structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application; Figure 3 This is a second structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application.

[0036] To address the aforementioned problems, this application provides a vehicle powertrain system 2, applied to a vehicle 1. The vehicle powertrain system 2 includes a first powertrain system 10, which includes a first drive shaft 11, a motor 12, an engine 13, a transmission assembly 14, a first clutch mechanism 15, and a second clutch mechanism 16. The motor 12 is used to output power or electricity and has a motor shaft 121; the engine 13 is used to output power and has an engine shaft 131; the transmission assembly 14 includes a drive shaft 141, which is connected to the motor shaft 121; the first clutch mechanism 15 is connected to both the engine shaft 131 and the drive shaft 141, and is configured to connect or disconnect the engine shaft 131 and the drive shaft 141; the second clutch mechanism 16 is connected to both the first drive shaft 11 and the drive shaft 141, and is configured to connect or disconnect the first drive shaft 11 and the drive shaft 141.

[0037] The first power system 10 can be the front-drive system of vehicle 1. The first drive shaft 11 can be connected to the wheels of vehicle 1 and drive the wheels of vehicle 1 to rotate, thereby driving vehicle 1. The motor 12 can generate electricity and power. For example, the motor 12 can convert electrical energy into kinetic energy to generate power when powered by a battery. The motor 12 can also convert the kinetic energy provided by the engine 13 into electrical energy to generate electricity when driven by the engine 13. The power generated by the motor 12 can be used for, but is not limited to, driving the first drive shaft 11 and driving the engine 13 to rotate. The electricity generated by the motor 12 can be used for, but is not limited to, charging the battery and providing power support for electrical devices. The battery can be a rechargeable battery, which has the advantage of being able to be used multiple times after charging. The output current load capacity of a rechargeable battery is higher than that of most disposable batteries. Common types of rechargeable batteries include, but are not limited to, lead-acid batteries, nickel-metal hydride batteries, and lithium-ion batteries. Lithium-ion batteries have advantages such as light weight, large capacity (1.5 to 2 times that of nickel-metal hydride batteries of the same weight), no memory effect, and very low self-discharge rate. Therefore, despite their relatively high price, they are still widely used. Lithium-ion batteries are also widely used in pure electric vehicles and hybrid vehicles. The capacity of lithium-ion batteries used in these applications is relatively lower, but they have a larger output and charging current, as well as a longer lifespan.

[0038] Engine 13 may be, but is not limited to, a fuel engine 13, etc. Engine 13 can generate power, which may be used for, but is not limited to, driving motor 12 to generate electricity and driving the first drive shaft 11, etc. Transmission assembly 14 may be used for, but is not limited to, transmitting power generated by motor 12 to engine shaft 131, transmitting power generated by motor 12 to the first drive shaft 11, transmitting power generated by engine 13 to motor 12, transmitting power generated by engine 13 to the first drive shaft 11, etc. Transmission assembly 14 includes drive shaft 141, drive shaft 141 is drively connected to motor shaft 121, and first clutch mechanism 15 is connected to engine shaft 131 and drive shaft 141 respectively. First clutch mechanism 15 and second clutch mechanism 16 may be, but is not limited to, electromagnetic clutch, synchronizer, and dog clutch, etc. The first clutch mechanism 15 is connected to the engine shaft 131 and the drive shaft 141 respectively, and the first clutch mechanism 15 is configured to connect or disconnect the engine shaft 131 and the drive shaft 141; the second clutch mechanism 16 is connected to the first drive shaft 11 and the drive shaft 141 respectively, and the second clutch mechanism 16 is configured to connect or disconnect the first drive shaft 11 and the drive shaft 141. It can be understood that connection can refer to transmission connection, and disconnection can refer to power disconnection. For example, when the first clutch mechanism 15 connects the engine shaft 131 and the drive shaft 141, it means that the engine shaft 131 and the drive shaft 141 are connected in a transmission manner, that is, the power generated by the engine 13 can be transmitted to the drive shaft 141; when the first clutch mechanism 15 disconnects the engine shaft 131 and the drive shaft 141, it means that the power generated by the engine 13 cannot be transmitted to the drive shaft 141; when the second clutch mechanism 16 connects the first drive shaft 11 and the drive shaft 141, it means that the first drive shaft 11 and the drive shaft 141 are connected in a transmission manner, that is, the power on the drive shaft 141 can be transmitted to the first drive shaft 11; when the second clutch mechanism 16 disconnects the first drive shaft 11 and the drive shaft 141, it means that the power on the first drive shaft 11 and the drive shaft 141 is disconnected in a transmission manner, that is, the power on the drive shaft 141 cannot be transmitted to the first drive shaft 11, and correspondingly, the power on the first drive shaft 11 cannot be transmitted to the drive shaft 141.

[0039] It should be noted that when the first clutch mechanism 15 connects the engine shaft 131 and the drive shaft 141, the second clutch mechanism 16 can connect or disconnect the first drive shaft 11 and the drive shaft 141. When the second clutch mechanism 16 disconnects the engine shaft 131 and the drive shaft 141, the second clutch mechanism 16 can connect or disconnect the first drive shaft 11 and the drive shaft 141. For example, when the first clutch mechanism 15 connects the engine shaft 131 and the drive shaft 141, and the second clutch mechanism 16 connects the first drive shaft 11 and the drive shaft 141, the engine 13 can output power to the drive shaft 141 and transmit it to the first drive shaft 11 through the transmission assembly 14. The motor 12 may not output power. Alternatively, the engine 13 and the motor 12 can simultaneously output power to the drive shaft 141 and transmit it to the first drive shaft 11 through the transmission assembly 14. Or, the engine 13 can output power to the drive shaft 141, and part of the power is transmitted to the first drive shaft 11 through the transmission assembly 14, while part of the power is transmitted to the motor 12 through the transmission assembly 14 and drives the motor 12 to generate electricity. When the first clutch mechanism 15 connects the engine shaft 131 and the drive shaft 141, and the second clutch mechanism 16 disconnects the first drive shaft 11 and the drive shaft 141, the engine 13 can output power to the drive shaft 141 and transmit it to the motor shaft 121 through the transmission assembly 14, thereby driving the motor 12 to generate electricity. Alternatively, the motor 12 can output power to the drive shaft 141 and transmit it to the engine shaft 131 through the transmission assembly 14, thereby driving the engine shaft 131 to rotate. When the first clutch mechanism 15 disconnects the engine shaft 131 and the drive shaft 141, and the second clutch mechanism 16 connects the first drive shaft 11 and the drive shaft 141, the motor 12 can output power to the drive shaft 141 and transmit it to the first drive shaft 11 through the transmission assembly 14. When the first clutch mechanism 15 disconnects the engine shaft 131 and the drive shaft 141, and the second clutch mechanism 16 disconnects the first drive shaft 11 and the drive shaft 141, both the motor 12 and the engine 13 can be in a stopped state.

[0040] Through the above-described embodiments, the different transmission methods between the engine shaft 131, the transmission shaft 141, and the first drive shaft 11 can be adjusted by the cooperation of the first clutch mechanism 15 and the second clutch mechanism 16. At the same time, different output power or electric power methods can be adjusted by cooperating with the motor 12 and the engine 13, thereby enabling the vehicle 1 to flexibly switch between different working modes, thereby improving the flexibility of the vehicle power system 2 and enhancing the adaptability of the vehicle power system 2 under different working conditions. Furthermore, through the adaptive switching of multiple working modes, the energy management and power response efficiency of the vehicle 1 can be improved.

[0041] In some application scenarios, the vehicle powertrain 2 also includes position sensors. These position sensors can monitor the position status of the first clutch mechanism 15 and the second clutch mechanism 16, facilitating timely understanding of their specific positions. This helps in accurately adjusting the position status of the first clutch mechanism 15 and the second clutch mechanism 16, while reducing the risk of decreased reliability of the vehicle powertrain 2 due to failure to detect abnormal positions of the first clutch mechanism 15 and the second clutch mechanism 16 in the event of failure. The position sensors may include, but are not limited to, Hall effect sensors.

[0042] In some embodiments, the transmission assembly 14 further includes a first gear 142 and a second gear 143 interconnected. The first gear 142 is connected to the motor shaft 121, and the second gear 143 is connected to the transmission shaft 141. The size of the first gear 142 is smaller than the size of the second gear 143. The first gear 142 and the second gear 143 can mesh with each other. It is understood that when the motor shaft 121 generates power, the motor shaft 121 can rotate and drive the first gear 142 and the second gear 143 to rotate, thereby transmitting power to the transmission shaft 141 through the first gear 142 and the second gear 143. The size of the first gear 142 is smaller than the size of the second gear 143. It is understood that the diameter of the pitch circle of the first gear 142 can be smaller than the diameter of the pitch circle of the second gear 143. The smaller size of the first gear 142 compared to the second gear 143 reduces the output speed of the motor 12 while increasing the output torque of the motor 12. Correspondingly, when the first clutch mechanism 15 connects the first drive shaft 11 and the transmission shaft 141, the power generated by the engine 13 can be transmitted to the motor 12 through the transmission shaft 141, the second gear 143 and the first gear 142.

[0043] In some embodiments, the transmission assembly 14 further includes a differential assembly 144 and a third gear 145. The third gear 145 is connected to a second clutch mechanism 16. The differential assembly 144 is connected to both the first drive shaft 11 and the third gear 145. The second clutch mechanism 16 is configured to engage or disengage the third gear 145 from the drive shaft 141. The differential assembly 144 allows the wheels on both sides of the vehicle 1 to rotate at different speeds while transmitting power. It is understood that when the second clutch mechanism 16 engages the third gear 145 with the drive shaft 141, the power generated by the engine 13 or the motor 12 can be transmitted to the first drive shaft 11 via the drive shaft 141, the third gear 145, and the differential assembly 144, thereby enabling the first drive shaft 11 to drive the wheels. In some applications, the differential assembly 144 includes a differential gear, which is connected to a third gear 145. The differential gear is larger than the third gear 145, thereby reducing the output speed of the motor 12 and the engine 13 while increasing the output torque of the motor 12 and the engine 13.

[0044] Combination Figure 4 , Figure 4 This is a third structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments of this application.

[0045] In some embodiments, the transmission assembly 14 further includes a differential assembly 144, a fourth gear 146, and an intermediate shaft assembly 147. The fourth gear 146 is connected to the drive shaft 141. The differential assembly 144 is connected to both the first drive shaft 11 and the intermediate shaft assembly 147. The intermediate shaft assembly 147 includes an intermediate shaft 1471. The second clutch mechanism 16 is configured to connect or disconnect the intermediate shaft 1471 from the fourth gear 146. It is understood that when the second clutch mechanism 16 connects the intermediate shaft 1471 to the fourth gear 146, the power generated by the engine 13 or the motor 12 can be transmitted to the first drive shaft 11 via the drive shaft 141, the fourth gear 146, the intermediate shaft assembly 147, and the differential assembly 144, thereby causing the first drive shaft 11 to drive the wheels to rotate. When the second clutch mechanism 16 disconnects the intermediate shaft 1471 from the fourth gear 146, the power generated by the engine 13 or the motor 12 cannot be transmitted to the first drive shaft 11. The position of the intermediate shaft assembly 147 can be arranged according to actual needs. For example, the intermediate shaft 1471 can be arranged at intervals from the drive shaft 141 in the driving direction x1 of the vehicle 1. The second clutch mechanism 16 is configured to connect or disconnect the intermediate shaft 1471 from the fourth gear 146, so that the first clutch mechanism 15 and the second clutch mechanism 16 can be arranged in the driving direction x1 of the vehicle 1. This can save the space occupied by the first power system 10 in the width direction of the vehicle 1, reduce the size of the first power system 10 in the width direction of the vehicle 1, and reduce the difficulty of arranging the first power system 10. Therefore, by setting the fourth gear 146 and the intermediate shaft assembly 147, it is beneficial to improve the arrangement flexibility of the second clutch mechanism 16 and facilitate the reasonable adjustment of the specific position of the second clutch mechanism 16 in the transmission path.

[0046] In some embodiments, the intermediate shaft assembly 147 further includes a first intermediate shaft gear 1472 and a second intermediate shaft gear 1473. The first intermediate shaft gear 1472 is connected to a fourth gear 146, and the second intermediate shaft gear 1473 is connected to the intermediate shaft 1471 and the differential assembly 144, respectively. A second clutch mechanism 16 is connected to the first intermediate shaft gear 1472 and the intermediate shaft 1471, respectively. The second clutch mechanism 16 is configured to connect or disconnect the intermediate shaft 1471 from the first intermediate shaft gear 1472. It is understood that when the second clutch mechanism 16 connects the first intermediate shaft gear 1472 to the intermediate shaft 1471, the power generated by the motor 12 or the engine 13 can be transmitted to the first drive shaft 11 through the drive shaft 141, the fourth gear 146, the first intermediate shaft gear 1472, the intermediate shaft 1471, the second intermediate shaft gear 1473, and the differential assembly 144, thereby causing the first drive shaft 11 to drive the wheels to rotate. When the second clutch mechanism 16 disconnects the first intermediate shaft gear 1472 from the intermediate shaft 1471, the power generated by the motor 12 or engine 13 cannot be transmitted to the first drive shaft 11. Thus, by cooperating with the second clutch mechanism 16, the first intermediate shaft gear 1472, the intermediate shaft 1471, and the second intermediate shaft gear 1473, the layout flexibility and adaptability of the first power system 10 are improved.

[0047] Combination Figure 5 , Figure 5 This is a schematic diagram of the structure of a second power system of a vehicle power system according to one or more embodiments of this application.

[0048] In some embodiments, the orthographic projection of the motor 12 in the travel direction x1 of the vehicle 1 and the orthographic projection of the transmission assembly 14 in the travel direction x1 at least partially coincide. The travel direction x1 refers to the direction in which the vehicle 1 travels in a straight line. The length of the vehicle 1 is defined as its dimension in the travel direction x1, its height as its dimension in the gravity direction, and its width as its dimension perpendicular to both the travel direction x1 and the gravity direction. The orthographic projection of the motor 12 in the travel direction x1 may partially coincide with the orthographic projection of the transmission assembly 14 in the travel direction x1, or it may completely coincide with the orthographic projection of the transmission assembly 14 in the travel direction x1. For example, when viewed along the direction of gravity, the orthographic projection of motor 12 in the travel direction x1 may at least partially coincide with the orthographic projection of drive shaft 141 in the travel direction x1, or the orthographic projection of motor 12 in the travel direction x1 may at least partially coincide with the orthographic projection of intermediate shaft assembly 147 in the travel direction x1, or the orthographic projection of motor 12 in the travel direction x1 may at least partially coincide with the orthographic projection of differential assembly 144 in the travel direction x1. As an example, motor 12 may include motor shaft 121 and motor body, motor shaft 121 being connected to motor body, and transmission assembly 14 may include first gear 142 and second gear 143, the first gear 142 and second gear 143 being arranged to extend along the travel direction x1, and in the width direction of vehicle 1, motor body 12 and drive shaft 141 being arranged on the same side of first gear 142 and second gear 143. It is understandable that by making the orthographic projection of the motor 12 in the driving direction x1 of the vehicle 1 and the orthographic projection of the transmission component 14 in the driving direction x1 at least partially overlap, the space occupied by the first power system 10 in the width direction of the vehicle 1 can be saved, the size of the first power system 10 in the width direction of the vehicle 1 can be reduced, and the layout difficulty of the first power system 10 can be reduced.

[0049] In some embodiments, the vehicle power system 2 further includes a second power system 20, which includes a second drive shaft 21. The second power system 20 outputs power through the second drive shaft 21. The second power system 20 can be a rear-drive system for the vehicle 1. The second drive shaft 21 can be connected to the wheels of the vehicle 1. The second power system 20 can output power through the second drive shaft 21 to drive the wheels to rotate, thereby driving the wheels to move. When the first power system 10 is a front-drive system, the second power system 20 can be a rear-drive system. It should be noted that the second power system 20 can output power independently of the first power system 10. For example, when the second power system 20 is in a stopped state, the first power system 10 can output power to drive the vehicle 1 to move. When the first power system 10 is in a stopped state, the second power system 20 can output power to drive the vehicle 1 to move. It can be understood that the first power system 10 and the second power system 20 can also output power simultaneously to drive the vehicle 1 to move. In some application scenarios, the second power system 20 is an electric drive system. The vehicle power system 2 includes a battery that can provide power support for the motor 12 of the first power system 10 and for the second power system 20. It is understood that the motor 12 of the first power system 10 can also generate electricity to charge the battery for use by the second power system 20.

[0050] In some embodiments, the first power system 10 further includes a third clutch mechanism 17, which is connected to the differential assembly 144 and the first drive shaft 11, respectively. The third clutch mechanism 17 is configured to connect or disconnect the differential assembly 144 and the first drive shaft 11. The third clutch mechanism 17 may be, but is not limited to, an electromagnetic clutch, a synchronizer, and a dog clutch. Understandably, when the third clutch mechanism 17 connects the differential assembly 144 and the first drive shaft 11, the power generated by the motor 12 or the engine 13 can be transmitted to the first drive shaft 11 through the differential assembly 144. When the third clutch mechanism 17 disconnects the differential assembly 144 from the first drive shaft 11, the power generated by the motor 12 or the engine 13 cannot be transmitted to the first drive shaft 11. Correspondingly, when the motor 12 and the engine 13 of the first power system 10 are both in a stopped state, and the second power system 20 is outputting power, the wheels driven by the second power system 20 will drive the wheels connected to the first drive shaft 11 to rotate. The third clutch mechanism 17 disconnects the differential assembly 144 from the first drive shaft 11, so that the power on the wheels cannot be transmitted to other components of the first power system 10 through the differential assembly 144, effectively reducing the drag torque of the first power system 10, thereby increasing the driving range of the vehicle 1.

[0051] In some embodiments, the first powertrain 10 further includes a torsional damper 18 connected to the engine shaft 131. The torsional damper 18 can be used to reduce or eliminate torsional vibrations generated in the powertrain system. By connecting the torsional damper 18 to the engine shaft 131, the engine shaft 131 can be protected, thereby reducing the risk of damage to the engine shaft 131, improving the reliability of the first powertrain 10, and reducing shocks, jerks, and noise during power transmission, thus improving the smoothness and comfort of the vehicle 1.

[0052] It should be noted that the vehicle power system 2 can have multiple modes, and the corresponding mode can be switched by adjusting the connection state of the first clutch mechanism 15 and the second clutch mechanism 16. Taking a four-wheeled vehicle 1 as an example, the two front wheels of the four-wheeled vehicle 1 are respectively connected to the first drive shaft 11, and the two rear wheels of the four-wheeled vehicle 1 are respectively connected to the second drive shaft 21. The second power system 20 can be in an operating state or a stopped state. When the second power system 20 is in an operating state, it can output power; when the second power system 20 is in a stopped state, it does not output power. It is understandable that when the vehicle power system 2 is in four-wheel drive mode, the first power system 10 and the second power system 20 can simultaneously output power to drive the vehicle 1; when the vehicle power system 2 is in parking mode, neither the first power system 10 nor the second power system 20 can output power; when the vehicle power system 2 is in rear-wheel drive mode, the second power system 20 outputs power, and the first power system 10 does not output power; when the vehicle power system 2 is in front-wheel drive mode, the first power system 10 outputs power, and the second power system 20 does not output power.

[0053] Specifically, when the vehicle power system 2 is in four-wheel drive mode, the first power system 10 can be powered by the motor 12 without the engine 13, or the engine 13 can power the system without the motor 12, or both the motor 12 and the engine 13 can power the system simultaneously. For example, when the battery charge is at a medium to high level, the first clutch mechanism 15 can disconnect the engine shaft 131 from the drive shaft 141, and the second clutch mechanism 16 can connect the first drive shaft 11 to the drive shaft 141. The motor 12 can then generate power, and the engine 13 can be in a stopped state, allowing the power generated by the motor 12 to be transmitted to the drive shaft 11, thus putting the vehicle power system 2 in a normal four-wheel drive mode. Alternatively, the first clutch mechanism 15 can also connect the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 can connect the first drive shaft 11 to the drive shaft 141. The motor 12 can generate power, and the engine 13 can also generate power, allowing both the motor 12 and the engine 13 to transmit power to the first drive shaft 11. Drive shaft 11 allows the vehicle power system 2 to be in high torque mode, with motor 12, engine 13, and second power system 20 simultaneously outputting power, thus better adapting to conditions such as rapid acceleration, high-speed overtaking, extreme climbing, and getting out of trouble; or, when the battery charge is low, the first clutch mechanism 15 can connect the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 can connect the first drive shaft 11 to the drive shaft 141, with the engine 13 generating power and the motor 12 in generator mode, so that part of the power generated by the engine 13 is transmitted to the first drive shaft 11, and part of the power is transmitted to the motor 12 to generate electricity, thereby allowing the vehicle power system 2 to be in four-wheel drive mode and range-extending generator mode at the same time.

[0054] When the vehicle power system 2 is in parking mode, the first power system 10 can be completely shut down, or the first clutch mechanism 15 can connect the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 can disconnect the first drive shaft 11 from the drive shaft 141. The engine 13 generates power, and the motor 12 is in the power generation state, so that the engine 13 drives the motor 12 to generate electricity, thereby putting the vehicle power system 2 in parking power generation mode.

[0055] When the vehicle power system 2 is in front-wheel drive mode, the second power system 20 does not output power. The first power system 10 can be powered by the engine 13, with the electric motor 12 not generating power, or both the electric motor 12 and the engine 13 can generate power simultaneously. For example, when the battery charge is at a medium to high level, the first clutch mechanism 15 can connect the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 can connect the first drive shaft 11 to the drive shaft 141. The electric motor 12 may not generate power, while the engine 13 can generate power, allowing the power generated by the engine 13 to be transmitted to the first drive shaft 11. This puts the vehicle power system 2 in high-speed cruising mode, directly driving the first drive shaft 11 through the engine 13. This fully utilizes the engine 13's optimal fuel economy point, mitigates the risk of reduced efficiency of the electric motor 12 under high-speed driving conditions, and increases the vehicle's driving range. Alternatively, when the battery charge is low, the first clutch mechanism 15 connects the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 connects the first drive shaft 11 to the drive shaft 141. The engine 13 generates power, and the motor 12 is in generator mode. This allows part of the power generated by the engine 13 to be transmitted to the first drive shaft 11, and part to the motor 12 to generate electricity. Thus, the vehicle power system 2 can simultaneously operate in high-speed cruising mode and range-extending generator mode. The power distribution between the power transmitted from the engine 13 to the motor 12 for generator generation and the power transmitted from the engine 13 to the first drive shaft 11 for driving the wheels can be controlled by the motor controller of the vehicle power system 2, thereby enabling the engine 13 to simultaneously perform range-extending generator generation and drive the wheels.

[0056] When the vehicle powertrain 2 is in rear-wheel drive mode, the second powertrain 20 outputs power, while the first powertrain 10 does not output power. For example, the motor 12 and engine 13 can be completely shut down; or, when the battery charge is low, the first clutch mechanism 15 can connect the engine shaft 131 to the drive shaft 141, and the second clutch mechanism 16 can disconnect the first drive shaft 11 from the drive shaft 141. The engine 13 generates power, and the motor 12 is in a generator state, allowing the power generated by the engine 13 to be transmitted to the motor 12 to generate electricity, thus enabling the vehicle powertrain 2 to simultaneously operate in rear-wheel drive mode and range-extending generator mode. In some applications, the first powertrain 10 also includes a differential assembly 144 and a third clutch mechanism 17. When the vehicle powertrain 2 is in rear-wheel drive mode, the third clutch mechanism 17 can disconnect the first drive shaft 11 from the differential assembly 144, thereby reducing the drag torque of the first powertrain 10 and increasing the vehicle's driving range.

[0057] In some application scenarios, the vehicle power system 2 is in the engine 13 start mode. The first clutch mechanism 15 connects the engine shaft 131 with the drive shaft 141, and the second clutch mechanism 16 disconnects the first drive shaft 11 from the drive shaft 141. The motor 12 generates power and transmits the generated power to the engine shaft 131, thereby enabling the motor 12 to drive the engine 13 through the low-speed vibration range, improving the smoothness of the engine 13 start-up process, and saving fuel consumption during the engine 13 start-up process.

[0058] In summary, this application provides a vehicle powertrain system 2, which is applied to a vehicle 1. The vehicle powertrain system 2 includes a first powertrain system 10, which includes a first drive shaft 11, a motor 12, an engine 13, a transmission assembly 14, a first clutch mechanism 15, and a second clutch mechanism 16. The motor 12 is used to output power or electricity and has a motor shaft 121. The engine 13 is used to output power and has an engine shaft 131. The transmission assembly 14 includes a drive shaft 141, which is connected to the motor shaft 121. The first clutch mechanism 15 is connected to both the engine shaft 131 and the drive shaft 141, and is configured to connect or disconnect the engine shaft 131 and the drive shaft 141. The second clutch mechanism 16 is connected to both the first drive shaft 11 and the drive shaft 141, and is configured to connect or disconnect the first drive shaft 11 and the drive shaft 141. Through the above-described embodiments, the different transmission methods between the engine shaft 131, the transmission shaft 141, and the first drive shaft 11 can be adjusted by the cooperation of the first clutch mechanism 15 and the second clutch mechanism 16. At the same time, different output power or electric power methods can be adjusted by cooperating with the motor 12 and the engine 13, thereby enabling the vehicle 1 to flexibly switch between different working modes, thereby improving the flexibility of the vehicle power system 2 and enhancing the adaptability of the vehicle power system 2 under different working conditions. Furthermore, through the adaptive switching of multiple working modes, the energy management and power response efficiency of the vehicle 1 can be improved.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle powertrain system, characterized by, Applied to vehicles, the vehicle powertrain system includes a first powertrain system, the first powertrain system comprising: First drive shaft; An electric motor, used to output power or electricity, the electric motor having a motor shaft; An engine for outputting power, the engine having an engine shaft; A transmission assembly includes a drive shaft, which is connected to the motor shaft in a driving manner. A first clutch mechanism is connected to the engine shaft and the drive shaft respectively, and the first clutch mechanism is configured to connect or disconnect the engine shaft and the drive shaft; A second clutch mechanism is connected to the first drive shaft and the transmission shaft respectively, and the second clutch mechanism is configured to connect or disconnect the first drive shaft and the transmission shaft.

2. The vehicle powertrain system of claim 1, wherein, The transmission assembly also includes a first gear and a second gear connected to each other. The first gear is connected to the motor shaft, and the second gear is connected to the transmission shaft. The size of the first gear is smaller than the size of the second gear.

3. The vehicle powertrain system of claim 1, wherein, The transmission assembly further includes a differential assembly and a third gear, the third gear being connected to the second clutch mechanism, the differential assembly being connected to the first drive shaft and the third gear respectively, and the second clutch mechanism being configured to connect or disconnect the third gear from the drive shaft.

4. The vehicle powertrain system of claim 1, wherein, The transmission assembly further includes a differential assembly, a fourth gear, and an intermediate shaft assembly. The fourth gear is connected to the drive shaft. The differential assembly is connected to the first drive shaft and the intermediate shaft assembly respectively. The intermediate shaft assembly includes an intermediate shaft. The second clutch mechanism is configured to connect or disconnect the intermediate shaft from the fourth gear.

5. The vehicle powertrain system of claim 4, wherein, The intermediate shaft assembly further includes a first intermediate shaft gear and a second intermediate shaft gear. The first intermediate shaft gear is connected to the fourth gear, and the second intermediate shaft gear is connected to the intermediate shaft and the differential assembly respectively. The second clutch mechanism is connected to the first intermediate shaft gear and the intermediate shaft respectively, and the second clutch mechanism is configured to connect or disconnect the intermediate shaft from the first intermediate shaft gear.

6. The vehicle powertrain system of claim 3 or 4, wherein, The vehicle power system also includes a second power system, which includes a second drive shaft and outputs power through the second drive shaft.

7. The vehicle powertrain system of claim 6, wherein, The first power system further includes a third clutch mechanism, which is connected to the differential assembly and the first drive shaft respectively, and is configured to connect or disconnect the differential assembly and the first drive shaft.

8. The vehicle powertrain system of claim 1, wherein, The first power system also includes a torsional damper connected to the engine shaft.

9. The vehicle power system according to any one of claims 1-8, characterized in that, The orthographic projection of the motor in the direction of travel of the vehicle and the orthographic projection of the transmission assembly in the direction of travel at least partially overlap.

10. A vehicle, characterized in that, The vehicle includes the vehicle powertrain system as described in any one of claims 1-9.

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