Vehicle powertrain and vehicle

Abstract

This application discloses a vehicle powertrain system and a vehicle. The vehicle powertrain system includes a first power unit, which comprises an electric motor assembly, an engine, a clutch, a synchronizer, a first gear set, a second gear set, and a differential assembly. The electric motor assembly is connected to the first gear set, the first gear set is connected to the engine via the clutch, the first gear set is connected to the second gear set via the synchronizer, and the differential assembly is connected to the second gear set and is used to connect to a first drive shaft. The first drive shaft is used to drive a first wheel. The first power unit includes a first mode, a second mode, and a third mode. This approach simplifies the structure of the vehicle powertrain system and reduces its size and cost.

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] A vehicle includes a vehicle power system, which transmits the generated power to the wheels of the vehicle to drive it.

[0003] Currently, the structure of vehicle powertrain systems is quite complex, resulting in large size and high cost. Utility Model Content

[0004] The main technical problem addressed by this application is to provide a vehicle power system and a vehicle that can simplify the structure of the vehicle power system and reduce its size and cost.

[0005] To solve the above-mentioned technical problems, one technical solution adopted in this application is: providing a vehicle power system, the vehicle power system comprising: a first power unit, the first power unit comprising an electric motor assembly, an engine, a clutch, a synchronizer, a first gear set, a second gear set, and a differential assembly; the electric motor assembly is connected to the first gear set; the first gear set is connected to the engine via the clutch; the first gear set is connected to the second gear set via the synchronizer; the differential assembly is connected to the second gear set and is used to connect to a first drive shaft, the first drive shaft being used to drive a first wheel; the first power unit includes a first mode, a second mode, and a third mode. Wherein:

[0006] In the first mode, the clutch is disengaged and the synchronizer is engaged with the second gear set. The mechanical energy generated by the motor assembly is transmitted to the first drive shaft through the first gear set, synchronizer, second gear set and differential assembly.

[0007] In the second mode, the clutch engages and the synchronizer disengages from the second gear set. The mechanical energy generated by the engine is transmitted to the motor assembly through the clutch and the first gear set. The motor assembly converts the mechanical energy from the engine into electrical energy.

[0008] In the third mode, the clutch is engaged and the synchronizer is engaged with the second gear set. The mechanical energy generated by the engine is transmitted to the synchronizer through the clutch and the first gear set. The mechanical energy generated by the motor assembly is transmitted to the synchronizer through the first gear set. The synchronizer transmits the mechanical energy from the engine and the motor assembly to the first drive shaft through the second gear set and the differential assembly.

[0009] Optionally, the first gear set includes a first gear and a second gear that mesh with each other, and the second gear set includes a third gear and a fourth gear that mesh with each other; the first gear is connected to the motor shaft of the motor assembly, the second gear is connected to the engine through a clutch, the second gear is connected to the third gear through a synchronizer, and the fourth gear is connected to the differential assembly.

[0010] Optionally, the first gear is the driving gear, the second gear is the driven gear, and / or the fourth gear is the idler gear.

[0011] Optionally, the motor assembly includes a motor controller and a motor, the motor controller being connected to the motor and used to connect to the vehicle energy storage device; in the first and third modes, the motor controller is used to invert the DC power from the vehicle energy storage device into AC power, and the motor is used to convert the AC power output by the motor controller into mechanical energy; in the second mode, the motor is used to convert the mechanical energy from the engine into AC power, and the motor controller is used to rectify the AC power output by the motor into DC power to charge the vehicle energy storage device.

[0012] Optionally, the first power unit also includes a dual-mass flywheel and an input shaft, with the engine shaft connected to the dual-mass flywheel, the dual-mass flywheel connected to the input shaft, and the input shaft connected to the clutch.

[0013] Optionally, the differential assembly includes a differential ring gear and a differential, the differential ring gear being connected to the second gear set and the differential respectively, and the differential being connected to the first drive shaft.

[0014] Optionally, the vehicle power system also includes a second power unit, which is used to connect to the vehicle energy storage device and the second drive shaft, and the second drive shaft is used to drive the second wheels.

[0015] Optionally, the first power unit and the second power unit are, respectively, the front-drive unit and the rear-drive unit of the vehicle. The vehicle power system includes a series range-extended drive mode, a pure electric four-wheel drive mode, a hybrid four-wheel drive mode, a pure electric front-wheel drive mode, and a pure electric rear-wheel drive mode. Specifically: in the series range-extended drive mode, the first power unit is configured in the second mode, and the second power unit is configured to provide power; in the pure electric four-wheel drive mode, the first power unit is configured in the first mode, and the second power unit is configured to provide power; in the hybrid four-wheel drive mode, the first power unit is configured in the third mode, and the second power unit is configured to provide power; in the pure electric front-wheel drive mode, the first power unit is configured in the first mode, and the second power unit is configured not to provide power; in the pure electric rear-wheel drive mode, the first power unit is configured in the fourth mode, and the second power unit is configured to provide power, wherein in the fourth mode, the clutch is disengaged and the synchronizer is disengaged from the second gear set.

[0016] Optionally, the vehicle energy storage device is the vehicle's battery pack.

[0017] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle, which includes a vehicle body and the aforementioned vehicle power system.

[0018] The above solution simplifies the structure of the primary power unit in the vehicle's powertrain system. It eliminates the need for two separate motor assemblies for power generation and driving; instead, a single motor assembly working in conjunction with the engine achieves both functions. Furthermore, the simple transmission structure, combining a single clutch, a single synchronizer, and two gear sets, enables the implementation of three different operating modes—the first, second, and third—required by the user, thus reducing the size and cost of the vehicle's powertrain system. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0020] Figure 1 This is a schematic diagram of the structure of an embodiment of the vehicle power system provided in this application;

[0021] Figure 2 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in a first mode;

[0022] Figure 3 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in the second mode;

[0023] Figure 4 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in the third mode.

[0024] Reference numerals: First power unit 100; motor assembly 110; motor controller 111; motor 112; engine 121; dual-mass flywheel 122; input shaft 123; clutch 130; synchronizer 140; first gear set 150; first gear 151; second gear 152; second gear set 160; third gear 161; fourth gear 162; differential assembly 170; differential ring gear 171; differential 172; second power unit 200; vehicle energy storage device 300; first drive shaft 400; second drive shaft 500. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0026] It should be noted that the terms "first" and "second" in this application are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. The term "and / or" in this application is merely a description of the relationship between related objects, indicating that three relationships may exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to these processes, methods, products, or devices.

[0027] 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.

[0028] Currently, range-extended electric vehicles (REEVs) on the market typically employ two solutions. In the first solution, the generator, in conjunction with the engine, only provides range extension and power generation, while a separate motor assembly drives the vehicle. In the second solution, a dual-motor assembly works in conjunction with the engine. The first motor assembly is connected to the engine via a transmission structure to generate electricity, while the second motor is connected to the vehicle's drive shaft via an internal parallel-shaft reduction gear transmission structure to drive the wheels. For REEVs, using a dual-motor assembly, especially when the second motor assembly is connected to the engine via a parallel-shaft reduction gear transmission structure, requires considerable vehicle space, and the utilization rate of the second motor assembly is low, resulting in a waste of hardware resources.

[0029] Furthermore, hybrid four-wheel drive vehicles on the market typically use a dual-motor assembly. The first motor assembly is connected to the engine through a transmission structure to generate electricity, while the second motor assembly is connected to the drive shaft through an internal transmission structure to drive the wheels. At the same time, the engine is connected to the drive shaft through an electromechanical or hydraulic coupling mechanism to participate in hybrid power drive. Because this solution uses a dual-motor assembly, it is larger in size and more expensive.

[0030] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of an embodiment of the vehicle powertrain system provided in this application. Figure 1 As shown, the vehicle power system includes a first power unit (100), which is used to drive the first wheel (…). Figure 1 (The designation of the first wheel is not shown in the diagram). For example, the first power unit (100) is a front-drive unit of the vehicle, and the first wheel is the front wheel of the vehicle, including the left front wheel and the right front wheel.

[0031] The first power unit (100) includes a motor assembly 110, an engine 121, a clutch 130, a synchronizer 140, a first gear set 150, a second gear set 160, and a differential assembly 170. The motor assembly 110 is connected to the first gear set 150, which is connected to the engine 121 via the clutch 130. The first gear set 150 is connected to the second gear set 160 via the synchronizer 140. The differential assembly 170 is connected to the second gear set 160 and is also used to connect to a first drive shaft 400. The first drive shaft 400 is used to drive the first wheel.

[0032] In one embodiment, the clutch 130 includes two states: engaged and disengaged. When the clutch 130 is engaged, power transmission can occur between the first gear set 150 and the engine 121; when the clutch 130 is disengaged, the power transmission between the first gear set 150 and the engine 121 is cut off.

[0033] In one embodiment, synchronizer 140 can be engaged or disengaged from second gear set 160. When synchronizer 140 is engaged with second gear set 160, power transmission can occur between first gear set 150 and second gear set 160; when synchronizer 140 is disengaged from second gear set 160, power transmission between first gear set 150 and second gear set 160 is interrupted.

[0034] It should be noted that the details regarding the switching of the states of the clutch 130 and the synchronizer 140 can be found in the known prior art, and will not be explained further here.

[0035] In this embodiment, the first power unit (100) can realize three different working modes: the first mode, the second mode, and the third mode.

[0036] In the first mode, clutch 130 is disengaged and synchronizer 140 is engaged with second gear set 160, and motor assembly 110 provides power to achieve the driving function. In this mode, the mechanical energy generated by motor assembly 110 is transmitted to first drive shaft 400 through first gear set 150, synchronizer 140, second gear set 160 and differential assembly 170, and engine 121 does not participate in this mode.

[0037] In the second mode, clutch 130 is engaged and synchronizer 140 is disengaged from the second gear set 160, enabling motor assembly 110 to generate electricity. In this mode, the mechanical energy generated by engine 121 is transmitted to motor assembly 110 through clutch 130 and first gear set 150, and motor assembly 110 converts the mechanical energy from engine 121 into electrical energy.

[0038] In the third mode, clutch 130 engages and synchronizer 140 engages with second gear set 160, with motor assembly 110 and engine 121 simultaneously providing power to achieve hybrid drive functionality. In this mode, the mechanical energy generated by engine 121 is transmitted to synchronizer 140 via clutch 130 and first gear set 150, and the mechanical energy generated by motor assembly 110 is transmitted to synchronizer 140 via first gear set 150. Synchronizer 140 then transmits the mechanical energy from engine 121 and motor assembly 110 to first drive shaft 400 via second gear set 160 and differential assembly 170.

[0039] In this embodiment, the structure of the first power unit of the vehicle power system is simplified. It eliminates the need for two separate motor assemblies for power generation and driving; only one motor assembly is needed in conjunction with the engine to achieve both functions. Furthermore, by combining a simple transmission structure with a single clutch, a single synchronizer, and two gear sets, the system can achieve three different operating modes—first mode, second mode, and third mode—required by the user, thus reducing the size and cost of the vehicle power system.

[0040] In one embodiment, the first power unit (100) further includes a dual-mass flywheel 122 and an input shaft 123, the engine shaft of the engine 121 is connected to the dual-mass flywheel 122, the dual-mass flywheel 122 is connected to the input shaft 123, and the input shaft 123 is connected to the clutch 130.

[0041] In this embodiment, the input shaft 123 is designed to facilitate the transmission of torque generated by the engine 121 to the active side of the clutch 130. The dual-mass flywheel 122 is designed to effectively attenuate the torque vibration of the engine 121. The torque generated by the engine 121 is then transmitted to the active side of the clutch 130 after vibration damping, which improves the stability of the first power unit (100).

[0042] In one embodiment, the differential assembly 170 includes a differential ring gear 171 and a differential 172. The differential ring gear 171 is connected to the second gear set 160 and the differential 172, respectively, and the differential 172 is connected to the first drive shaft 400.

[0043] In one embodiment, the first gear set 150 and the second gear set 160 each include two gears. Specifically, the first gear set 150 includes a first gear 151 and a second gear 152 that mesh with each other, and the second gear set 160 includes a third gear 161 and a fourth gear 162 that mesh with each other. The first gear 151 is connected to the motor shaft of the motor assembly 110, the second gear 152 is connected to the engine 121 via a clutch 130, the second gear is also connected to the third gear 161 via a synchronizer 140, and the fourth gear 162 is connected to the differential assembly 170.

[0044] The second gear 152 is connected to the driven side of the clutch 130, and the driving side of the clutch 130 is connected to the engine shaft of the engine 121 via the aforementioned input shaft 123 and dual-mass flywheel 122, thus enabling the second gear 152 to be connected to the engine 121 through the clutch 130. The second gear 152 is also connected to one side of the synchronizer 140, and the other side of the synchronizer 140 is connected to the third gear 161, thus enabling the second gear 152 to be connected to the third gear 161 through the synchronizer 140. The fourth gear 162 is connected to the differential ring gear 171, thus enabling the fourth gear 162 to be connected to the differential assembly 170.

[0045] In one embodiment, the first gear 151 is the driving gear and the second gear 152 is the driven gear.

[0046] In one embodiment, the third gear 161 is the driving gear, and the fourth gear 162 is the idler gear. In this embodiment, by designing an idler gear between the third gear 161 and the differential assembly 170, the speed ratio between the third gear 161 and the differential ring gear 171 of the differential assembly 170 is not changed, but the rotational direction of the differential assembly 170 is reversed. This ensures that when the engine 121 is engaged in driving, the rotational direction of the engine 121 is consistent with the rotational direction of the wheels, avoiding a mismatch between the rotational direction of the engine 121 and the rotational direction of the wheels due to the lack of an idler gear structure.

[0047] In one embodiment, the motor assembly 110 includes a motor controller 111 and a motor 112, the motor controller 111 being connected to the motor 112, and the motor controller 111 being used to connect to the vehicle energy storage device 300.

[0048] For example, the motor 112 in the motor assembly 110 is a three-phase motor, and the motor controller 111 is connected to the three-phase windings of the motor 112.

[0049] For example, the vehicle energy storage device 300 is the vehicle's battery pack.

[0050] In the aforementioned first and third modes, the motor assembly 110 provides power to drive the vehicle. At this time, the motor controller 111 is used to invert the DC power from the vehicle energy storage device 300 into AC power, and the motor 112 is used to convert the AC power output by the motor controller 111 into mechanical energy and output it.

[0051] In the aforementioned second mode, the motor assembly 110 is used to generate electricity. At this time, the motor 112 is used to convert the mechanical energy from the engine 121 into alternating current, and the motor controller 111 is used to rectify the alternating current output by the motor into direct current to charge the vehicle energy storage device 300.

[0052] Figure 2 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in a first mode. Figure 2 As shown by the dashed line, in the first mode, the clutch is disengaged and the synchronizer is engaged with the second gear set (specifically the third gear in the second gear set). The mechanical energy generated by the motor assembly is transmitted sequentially through the first gear, the second gear, the synchronizer, the third gear, the fourth gear, and the differential assembly to the first drive shaft (not shown in the figure). The motor assembly provides power to achieve the driving function, and the engine does not participate in this mode.

[0053] Figure 3 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in the second mode. (See diagram for example.) Figure 3 As shown by the dotted line, in the second mode, the clutch engages and the synchronizer disengages from the second gear set (specifically, the third gear in the second gear set). The mechanical energy generated by the engine is transmitted sequentially through the dual-mass flywheel, input shaft, clutch, second gear, and first gear to the motor assembly. The motor assembly converts the mechanical energy from the engine into electrical energy to charge the on-board energy storage device and supply power to the on-board electrical appliances, that is, the motor assembly realizes the power generation function.

[0054] Figure 4 This is a schematic diagram of the energy transfer path of the first power unit provided in this application in the third mode. (See diagram for example.) Figure 4As shown by the dashed line, in the third mode, the clutch engages and the synchronizer engages with the second gear set (specifically, the third gear in the second gear set). The mechanical energy generated by the engine is transmitted sequentially to the synchronizer through the dual-mass flywheel, input shaft, clutch, and second gear. The mechanical energy generated by the motor assembly is transmitted sequentially to the synchronizer through the first gear and second gear. The synchronizer transmits the mechanical energy from the engine and motor assembly sequentially to the first drive shaft (not shown in the figure) through the third gear, fourth gear, and differential assembly. The motor assembly and engine provide power simultaneously to achieve hybrid drive function.

[0055] In one embodiment, please continue to participate. Figure 1 The vehicle power system also includes a second power unit 200, which is connected to the vehicle energy storage device 300 and the second drive shaft 500, respectively. The second drive shaft 500 is used to drive the second wheels. Figure 1 (The designation of the second wheel is not shown). For example, the second power unit 200 is a rear-drive unit of the vehicle, and the second wheel is the rear wheel of the vehicle, including the left rear wheel and the right rear wheel.

[0056] In one embodiment, the combination of the first power unit (100) and the second power unit 200 can realize multiple vehicle modes. Specifically, the vehicle power modes that can be realized include: series range-extended drive mode, pure electric four-wheel drive mode, hybrid four-wheel drive mode, pure electric front-wheel drive mode, and pure electric rear-wheel drive mode.

[0057] In the series range-extended drive mode, the first power unit (100) is configured in the second mode, and the second power unit 200 is configured to provide power.

[0058] In pure electric four-wheel drive mode, the first power unit (100) is configured in the first mode, and the second power unit 200 is configured to provide power.

[0059] In hybrid four-wheel drive mode, the first power unit (100) is configured in the third mode, and the second power unit 200 is configured to provide power.

[0060] In pure electric front-wheel drive mode, the first power unit (100) is configured in the first mode, and the second power unit 200 is configured not to provide power.

[0061] In pure electric rear-wheel drive mode, the first power unit (100) is configured in the fourth mode, and the second power unit 200 is configured to provide power. In the fourth mode, the clutch 130 is disengaged and the synchronizer 140 is disengaged from the second gear set 160 (specifically the third gear 161 in the second gear set 160), and neither the engine 121 nor the motor assembly 110 participates in operation.

[0062] For example, the various mode configurations of the first power unit (100) and whether the second power unit 200 provides power can be implemented by the vehicle control unit (VCU).

[0063] The first, second, and third modes mentioned above can be referred to in the relevant descriptions above, and will not be repeated here.

[0064] In this embodiment, the structure of the first power unit of the vehicle power system is simplified. It eliminates the need for two separate motor assemblies for power generation and driving; a single motor assembly working in conjunction with the engine achieves both functions. Furthermore, the simple transmission structure, combining a single clutch, a single synchronizer, and two gear sets, enables three different operating modes—first mode, second mode, and third mode—requiring user use. This reduces the size and cost of the vehicle power system, achieving a lightweight design that optimizes interior space and overall vehicle energy consumption. Moreover, the combination of the first and second power units allows for five different vehicle modes, maximizing the ability to meet diverse user needs.

[0065] This application also provides a vehicle, which includes a vehicle body and the aforementioned vehicle power system, the vehicle power system being located within the vehicle body.

[0066] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle powertrain system, characterized in that, The vehicle power system includes a first power unit, which includes an electric motor assembly, an engine, a clutch, a synchronizer, a first gear set, a second gear set, and a differential assembly. The electric motor assembly is connected to the first gear set, the first gear set is connected to the engine via the clutch, the first gear set is connected to the second gear set via the synchronizer, and the differential assembly is connected to the second gear set and is used to connect to a first drive shaft, which is used to drive a first wheel. The first power unit includes a first mode, a second mode, and a third mode; wherein: In the first mode, the clutch is disengaged and the synchronizer is engaged with the second gear set, and the mechanical energy generated by the motor assembly is transmitted to the first drive shaft through the first gear set, the synchronizer, the second gear set and the differential assembly; In the second mode, the clutch is engaged and the synchronizer is disengaged from the second gear set. The mechanical energy generated by the engine is transmitted to the motor assembly through the clutch and the first gear set. The motor assembly converts the mechanical energy from the engine into electrical energy. In the third mode, the clutch is engaged and the synchronizer is engaged with the second gear set. The mechanical energy generated by the engine is transmitted to the synchronizer through the clutch and the first gear set. The mechanical energy generated by the motor assembly is transmitted to the synchronizer through the first gear set. The synchronizer transmits the mechanical energy from the engine and the motor assembly to the first drive shaft through the second gear set and the differential assembly.

2. The vehicle power system according to claim 1, characterized in that, The first gear set includes a first gear and a second gear that mesh with each other, and the second gear set includes a third gear and a fourth gear that mesh with each other; The first gear is connected to the motor shaft of the motor assembly, the second gear is connected to the engine through the clutch, the second gear is connected to the third gear through the synchronizer, and the fourth gear is connected to the differential assembly.

3. The vehicle power system according to claim 2, characterized in that, The first gear is the driving gear, and the second gear is the driven gear; And / or, the fourth gear is an idler gear.

4. The vehicle power system according to claim 1, characterized in that, The motor assembly includes a motor controller and a motor, the motor controller being connected to the motor and also being used to connect to a vehicle energy storage device; In the first mode and the third mode, the motor controller is used to invert the DC power of the vehicle energy storage device into AC power, and the motor is used to convert the AC power output by the motor controller into mechanical energy. In the second mode, the motor is used to convert mechanical energy from the engine into alternating current, and the motor controller is used to rectify the alternating current output by the motor into direct current to charge the vehicle energy storage device.

5. The vehicle power system according to claim 1, characterized in that, The first power unit further includes a dual-mass flywheel and an input shaft. The engine shaft of the engine is connected to the dual-mass flywheel, the dual-mass flywheel is connected to the input shaft, and the input shaft is connected to the clutch.

6. The vehicle power system according to claim 1, characterized in that, The differential assembly includes a differential ring gear and a differential, the differential ring gear being connected to the second gear set and the differential, and the differential being connected to the first drive shaft.

7. The vehicle power system according to claim 1, characterized in that, The vehicle power system also includes a second power unit, which is used to connect to the vehicle energy storage device and the second drive shaft, and the second drive shaft is used to drive the second wheel.

8. The vehicle power system according to claim 7, characterized in that, The first power unit and the second power unit are, in sequence, the front drive unit and the rear drive unit of the vehicle. The vehicle power system includes a series range-extended drive mode, a pure electric four-wheel drive mode, a hybrid four-wheel drive mode, a pure electric front-wheel drive mode, and a pure electric rear-wheel drive mode; wherein: In the series range-extended drive mode, the first power unit is configured in the second mode, and the second power unit is configured to provide power; In the pure electric four-wheel drive mode, the first power unit is configured in the first mode, and the second power unit is configured to provide power. In the hybrid four-wheel drive mode, the first power unit is configured in the third mode, and the second power unit is configured to provide power; In the pure electric front-wheel drive mode, the first power unit is configured in the first mode, and the second power unit is configured not to provide power. In the pure electric rear-wheel drive mode, the first power unit is configured in a fourth mode, and the second power unit is configured to provide power, wherein in the fourth mode the clutch is disengaged and the synchronizer is disengaged from the second gear set.

9. The vehicle powertrain system according to claim 4 or 7, characterized in that, The vehicle energy storage device is the vehicle's battery pack.

10. A vehicle, characterized in that, It includes the vehicle body and the vehicle power system as described in any one of claims 1 to 9.

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