Powertrain for a vehicle and vehicle

Abstract

The utility model discloses a kind of power assembly and vehicle for vehicle, power assembly includes engine, first planetary row component, clutch, generator and differential assembly, engine is provided with first shaft;First planetary row component includes the first carrier, first sun gear and first ring gear that cooperate with each other, first carrier is connected in first shaft;Clutch is provided with the inner hub and outer hub of selectable combination, inner hub is connected with first shaft, outer hub is connected with first ring gear;Generator is provided with second shaft, second shaft is connected in first sun gear;The input end transmission connection of differential assembly is in first ring gear.According to the power assembly of the utility model, realize power distribution by first planetary row component, and utilize clutch to switch operating mode, simplify structure, reduce control difficulty, so that engine can flexibly adjust output characteristic, improve operating efficiency.

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 related technologies, powertrains suffer from complex structures and numerous components. The complex structure requires control strategies to comprehensively consider the coordination of multiple components, making control difficult. In addition, the engine in the powertrain operates under relatively simple conditions, making it difficult to flexibly adjust output characteristics according to the actual driving needs of the vehicle, resulting in low engine efficiency under certain conditions. Utility Model Content

[0003] 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, power distribution is achieved through a first planetary gear set assembly, and the operating mode is switched using a clutch, simplifying the structure, reducing control difficulty, enabling the engine to flexibly adjust its output characteristics, and improving operating efficiency.

[0004] This utility model also proposes a vehicle having the above-mentioned powertrain.

[0005] The powertrain according to this utility model is used in a vehicle. The powertrain includes: an engine with a first shaft; a first planetary gear assembly including a first planet carrier, a first sun gear, and a first ring gear that cooperate with each other, the first planet carrier being connected to the first shaft; a clutch with a selectably engaging inner hub and an outer hub, the inner hub being connected to the first shaft and the outer hub being connected to the first ring gear; a generator with a second shaft connected to the first sun gear; and a differential assembly with its input end drively connected to the first ring gear.

[0006] According to the powertrain of this utility model, the overall structure of the powertrain is effectively simplified through the power transmission and distribution mechanism. The first planetary gear set realizes the power distribution function through the coordinated cooperation of various components, reducing unnecessary parts and complex connections. The clutch allows the powertrain to flexibly switch operating modes. Compared to related technologies where multiple components coordinate to switch operating modes, only the engagement and disengagement of the clutch are needed to change the power transmission path, reducing the control difficulty of the powertrain and allowing the engine to flexibly adjust its output characteristics according to the actual driving needs of the vehicle, thus improving the engine's operating efficiency under different operating conditions.

[0007] According to some embodiments of the present invention, the powertrain further includes: an intermediate shaft, on which a first gear section and a second gear section are disposed, the first gear section being drivenly connected to the first gear ring, and the second gear section being drivenly connected to the input end of the differential assembly; and a drive motor, which is provided with a third shaft, the third shaft being drivenly connected to the intermediate shaft.

[0008] According to some embodiments of the present invention, the powertrain further includes: a second planetary gear assembly, the second planetary gear assembly including a second planetary carrier, a second sun gear and a second ring gear that cooperate with each other, the second planetary carrier being connected to the intermediate shaft and the second sun gear being connected to the third shaft; and a housing, the housing being connected to the second ring gear.

[0009] According to some embodiments of the present invention, the second sun gear, the third shaft, and the intermediate shaft are coaxially arranged.

[0010] According to some embodiments of the present invention, the drive motor and the generator are located on the same side of the powertrain, the engine is located on the other side of the powertrain, and the second shaft and the third shaft are arranged in parallel.

[0011] According to some embodiments of the present invention, the powertrain further includes a torsional damper, which is disposed between the first shaft and the first planetary carrier.

[0012] According to some embodiments of the present invention, the powertrain has a drive motor drive mode, a shutdown power generation mode, a driving power generation mode, an energy recovery mode, and an engine direct drive mode; the clutch is disengaged in the drive motor drive mode, the shutdown power generation mode, the driving power generation mode, and the energy recovery mode; and the clutch is engaged in the engine direct drive mode.

[0013] According to some embodiments of the present invention, the second shaft and the first sun gear are integrally formed.

[0014] According to some embodiments of this utility model, the clutch is constructed as a wet clutch, an electromagnetic clutch, a synchronizer, or a dog clutch.

[0015] The vehicle according to this utility model is briefly described below.

[0016] 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, the powertrain in the vehicle according to this utility model achieves power distribution through a first planetary gear set and switches operating modes using a clutch. This not only effectively simplifies the overall structure and reduces unnecessary parts and complex connections, but also lowers the control difficulty, enabling the engine to flexibly adjust its output characteristics according to the actual driving needs of the vehicle, improving the engine's operating efficiency under different operating conditions, and thus improving the vehicle's performance and energy utilization efficiency.

[0017] 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

[0018] 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:

[0019] Figure 1 This is a schematic diagram of a powertrain according to an embodiment of the present invention.

[0020] Figure label:

[0021] 1. Powertrain;

[0022] 11. Engine; 111. First shaft;

[0023] 12. First planetary gear set assembly; 121. First planetary carrier; 122. First sun gear; 123. First gear ring;

[0024] 13. Clutch; 131. Inner hub; 132. Outer hub;

[0025] 14. Generator; 141. Second shaft;

[0026] 15. Differential assembly;

[0027] 16. Intermediate shaft; 161. First gear section; 162. Second gear section;

[0028] 17. Drive motor; 171. Third shaft;

[0029] 18. Second planetary gear assembly; 181. Second planetary carrier; 182. Second sun gear; 183. Second gear ring;

[0030] 19. Torsional vibration damper. Detailed Implementation

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

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

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

[0034] In related technologies, powertrains suffer from complex structures and numerous components. The complex structure requires control strategies to comprehensively consider the coordination of multiple components, making control difficult. In addition, the engine in the powertrain operates under relatively simple conditions, making it difficult to flexibly adjust output characteristics according to the actual driving needs of the vehicle, resulting in low engine efficiency under certain conditions.

[0035] The following is for reference. Figure 1 The powertrain 1 according to an embodiment of the present utility model is described.

[0036] like Figure 1 As shown, the powertrain 1 according to this utility model is used in a vehicle. The powertrain 1 includes an engine 11, a first planetary gear assembly 12, a clutch 13, a generator 14, and a differential assembly 15. The engine 11 is provided with a first shaft 111, which is used to output the power of the engine 11.

[0037] The first planetary gear assembly 12 includes a first planet carrier 121, a first sun gear 122, and a first ring gear 123 that cooperate with each other. The first planet carrier 121 is connected to the first shaft 111, so that the first planetary gear assembly 12 receives power from the engine 11 through the first planet carrier 121. The first planetary gear assembly 12 can realize power distribution and speed regulation between different components, which helps to simplify the structure of the powertrain 1 and improve control flexibility.

[0038] The clutch 13 is equipped with an inner hub 131 and an outer hub 132 that can be selectively engaged. The inner hub 131 is connected to the first shaft 111, and the outer hub 132 is connected to the first gear ring 123. By controlling the engagement and disengagement of the clutch 13, the operating mode can be switched, the power transmission path can be changed, and the power output can be adjusted under different operating conditions, thereby increasing the flexibility of the engine 11's operating conditions.

[0039] The generator 14 is provided with a second shaft 141, which is connected to the first sun gear 122. The generator 14 can receive part of the power from the engine 11 through the first planetary gear assembly 12 for power generation, further improving energy utilization efficiency.

[0040] The input end of the differential assembly 15 is connected to the first gear ring 123, so that the input end of the differential assembly 15 receives power through the first gear ring 123 and then distributes the power to the two drive wheels of the vehicle to ensure the vehicle drives smoothly.

[0041] When the clutch 13 is disengaged, the power generated by the engine 11 is transmitted to the first planetary carrier 121 of the first planetary gear assembly 12 via the first shaft 111 connected thereto. Power is split at the first planetary carrier 121. Part of the power is transmitted to the first sun gear 122 via the gear meshing between the first planetary carrier 121 and the first sun gear 122, thereby driving the generator 14 connected thereto to generate electricity, converting some of the mechanical energy of the engine 11 into electrical energy, achieving energy recovery and reuse. The other part of the power is transmitted to the first ring gear 123 via the power transmission path between the first planetary carrier 121 and the first ring gear 123. Subsequently, the first ring gear 123 outputs power to the input end of the differential assembly 15, which then distributes the power appropriately to the two drive wheels of the vehicle, thereby driving the vehicle.

[0042] When clutch 13 is engaged, the inner hub 131 and outer hub 132 of clutch 13 are connected. Since the inner hub 131 is connected to the first shaft 111 of engine 11, and the outer hub 132 is connected to the first ring gear 123 of the first planetary gear assembly 12, the power generated by engine 11 is directly transmitted to the inner hub 131 of clutch 13 through the first shaft 111, and then transmitted to the first ring gear 123 via the engaged outer hub 132 of clutch 13. At this time, the power is no longer split through the first planetary carrier 121, but is all concentrated and output to the first ring gear 123. Subsequently, the first ring gear 123 outputs power to the input end of differential assembly 15, and differential assembly 15 then distributes the power reasonably to the two drive wheels of the vehicle, thereby driving the vehicle.

[0043] The power transmission and distribution mechanism effectively simplifies the overall structure of the powertrain 1. The first planetary gear set 12 achieves power distribution through the coordinated operation of its components, reducing unnecessary parts and complex connections. The clutch 13 allows the powertrain 1 to flexibly switch operating modes. Compared to related technologies where multiple components coordinate to switch operating modes, only the engagement and disengagement of the clutch 13 are needed to change the power transmission path, reducing the control difficulty of the powertrain 1. Furthermore, the engine 11 can flexibly adjust its output characteristics according to the actual driving needs of the vehicle, improving the operating efficiency of the engine 11 under different operating conditions.

[0044] Therefore, according to the powertrain 1 of this utility model, power distribution is achieved through the first planetary gear assembly 12, and the working mode is switched using the clutch 13, which simplifies the structure, reduces the difficulty of control, and enables the engine 11 to flexibly adjust its output characteristics and improve operating efficiency.

[0045] According to some embodiments of this utility model, such as Figure 1 As shown, the powertrain 1 also includes an intermediate shaft 16 and a drive motor 17. A first gear section 161 and a second gear section 162 are mounted on the intermediate shaft 16. The first gear section 161 is drive-connected to a first ring gear 123, and the second gear section 162 is drive-connected to the input end of the differential assembly 15. Therefore, the power of the first ring gear 123 can be transmitted to the intermediate shaft 16 through the first gear section 161, and the power of the intermediate shaft 16 can be transmitted to the differential assembly 15 through the second gear section 162, ultimately being output to the drive wheels.

[0046] The drive motor 17 is equipped with a third shaft 171, which is connected to the intermediate shaft 16. This allows the drive motor 17 to provide power to the intermediate shaft 16 or perform energy recovery as needed. The drive motor 17 can drive independently or share power with the engine 11, with power convergence achieved through the intermediate shaft 16. By incorporating the drive motor 17, the operating modes of the powertrain 1 are further expanded. While maintaining a compact structure, the flexibility of power output and energy utilization efficiency are improved, enabling the vehicle to switch between multiple modes such as pure electric drive mode, hybrid drive mode, and engine direct drive mode, effectively optimizing power performance and fuel economy under different driving conditions.

[0047] According to some embodiments of this utility model, such as Figure 1 As shown, the powertrain 1 also includes a second planetary gear assembly 18 and a housing. The second planetary gear assembly 18 includes a second planetary carrier 181, a second sun gear 182, and a second ring gear 183 that cooperate with each other. The second planetary carrier 181, the second sun gear 182, and the second ring gear 183 work together through gear meshing to achieve power distribution, speed regulation, and torque transmission.

[0048] The second planetary carrier 181 is connected to the intermediate shaft 16, enabling the second planetary gear assembly 18 to receive power from the intermediate shaft 16 or to transmit power to the intermediate shaft 16, thereby realizing the flow of power within the powertrain 1.

[0049] The second sun gear 182 is connected to the third shaft 171. The power generated by the drive motor 17 is transmitted to the second sun gear 182 through the third shaft 171, and then the power is distributed and regulated within the second planetary gear assembly 18, so that the drive motor 17 can flexibly participate in the power transmission process and provide or recover power according to the vehicle's driving needs.

[0050] The housing is connected to the second gear ring 183. The housing can provide stable support for the second gear ring 183, so that the second gear ring 183 is fixed on the housing, and the second planetary gear assembly 18 acts as a speed reduction and torque amplification mechanism, realizing power distribution or speed regulation function through the relative movement of the second planetary carrier 181 and the second sun gear 182.

[0051] After the drive motor 17 starts, the power it generates is transmitted to the second sun gear 182 via the third shaft 171. The second sun gear 182 receives power from the drive motor 17 and transmits it to the second planetary carrier 181 via gear meshing. Since the second planetary carrier 181 is connected to the intermediate shaft 16, power is transmitted to the intermediate shaft 16, while the second ring gear 183, being fixedly connected to the housing, does not participate in power transmission. The power transmitted to the intermediate shaft 16 can be combined with the power from the engine 11 to drive the vehicle through the differential assembly 15.

[0052] According to some embodiments of this utility model, such as Figure 1 As shown, the second sun gear 182, the third shaft 171 and the intermediate shaft 16 are arranged coaxially, which can effectively simplify the overall layout of the powertrain 1, reduce space occupation, and improve the efficiency of power transmission.

[0053] By arranging the second sun gear 182, the third shaft 171, and the intermediate shaft 16 along the same axis, the power transmission path is more direct and efficient, reducing the conversion links and energy losses during power transmission. The power generated by the drive motor 17 is directly input to the coaxial second sun gear 182 through the third shaft 171, and then transmitted to the intermediate shaft 16 through the gear meshing relationship inside the second planetary gear assembly 18, improving power transmission efficiency. Furthermore, the components are arranged compactly, resulting in high space utilization.

[0054] According to some embodiments of this utility model, such as Figure 1 As shown, the drive motor 17 and generator 14 are located on the same side of the powertrain 1, which not only facilitates centralized management and maintenance but also effectively shortens the related electrical connection lines. The engine 11 is located on the other side of the powertrain 1, forming a spatial separation from the drive motor 17 and generator 14. This avoids thermal interference and vibration coupling between components and facilitates the planning of the power transmission and distribution path within the powertrain 1. The second shaft 141 and the third shaft 171 are arranged in parallel, optimizing the space utilization of the powertrain 1 and making the overall structure more compact.

[0055] According to some embodiments of this utility model, such as Figure 1 As shown, the powertrain 1 also includes a torsional damper 19, which is disposed between the first shaft 111 and the first planetary carrier 121. When torque fluctuations occur during engine 11 startup or operation, the torsional damper 19 can effectively absorb and attenuate the torque fluctuations, preventing them from being directly transmitted to the first planetary gear assembly 12, thereby reducing the impact and vibration on the entire powertrain 1 system.

[0056] Specifically, the torsional damper 19 is usually composed of elastic elements (such as rubber, springs, etc.) and damping elements. When the first shaft 111 generates torsional vibration due to the change in the output torque of the engine 11, the elastic element will undergo elastic deformation to absorb the vibration energy, while the damping element will convert the vibration energy into heat energy through friction or viscosity and dissipate it, thereby achieving the purpose of vibration reduction and noise reduction.

[0057] By placing the torsional damper 19 between the first shaft 111 and the first planetary carrier 121, not only can the vibration and noise levels of the powertrain 1 be reduced during operation, improving ride comfort, but it can also effectively protect the first planetary gear assembly 12 and other related components from damage caused by torque fluctuations, extending their service life.

[0058] According to some embodiments of the present invention, the powertrain 1 has a drive motor drive mode, a shutdown power generation mode, a driving power generation mode, an energy recovery mode, and an engine direct drive mode; in the drive motor drive mode, the shutdown power generation mode, the driving power generation mode, and the energy recovery mode, the clutch 13 is disengaged; in the engine direct drive mode, the clutch 13 is engaged.

[0059] In drive motor mode, engine 11 stops working, and clutch 13 is disengaged. Drive motor 17, as the sole power source, transmits power to the second sun gear 182 via the third shaft 171, and then to the intermediate shaft 16 via the gear meshing of the second planetary gear set 18, ultimately driving the vehicle through the differential assembly 15. The disengagement of clutch 13 ensures that engine 11 does not interfere with the power transmission of drive motor 17, allowing power to be directly and efficiently transmitted from drive motor 17 to the wheels.

[0060] In the power-off mode, the vehicle is stationary, and engine 11 starts. However, clutch 13 is disengaged, and the power from engine 11 is not directly transmitted to the wheels. Engine 11 drives generator 14 via the first planetary gear assembly 12, converting mechanical energy into electrical energy to charge the battery. Disengaging clutch 13 allows the power from engine 11 to be transmitted to generator 14.

[0061] In driving power generation mode, the vehicle is in motion, the engine 11 and drive motor 17 are started, and the clutch 13 is disengaged. Part of the power of the engine 11 is transmitted to the generator 14 to generate electricity, and the other part of the power of the engine 11 is combined with the power of the drive motor 17 to drive the vehicle through the differential assembly 15.

[0062] In energy recovery mode, during vehicle braking or deceleration, drive motor 17 generates electricity, converting the vehicle's mechanical energy into electrical energy to charge the battery. At this time, engine 11 and generator 14 typically stop operating, and clutch 13 disengages to avoid interfering with the energy recovery process.

[0063] In engine direct drive mode, engine 11 starts and clutch 13 engages, allowing the power of engine 11 to be directly and efficiently transmitted to intermediate shaft 16, and then driven by differential assembly 15.

[0064] By controlling the engagement and disengagement of the clutch 13, the powertrain 1 can achieve efficient power transmission, distribution and recovery in different operating modes, thereby meeting the power demand and energy management requirements of the vehicle under different driving conditions. This not only improves the flexibility and adaptability of the powertrain 1, but also helps to improve the vehicle's fuel economy and emission performance.

[0065] Furthermore, the engine direct drive mode can be further divided into single engine direct drive mode, parallel engine direct drive mode, and three-power drive mode.

[0066] In single-engine direct-drive mode, engine 11 serves as the sole power source, directly driving the vehicle. Clutch 13 is engaged, transmitting power directly from engine 11 to intermediate shaft 16, and then distributing it to the wheels via differential assembly 15, propelling the vehicle forward. At this time, drive motor 17 and generator 14 are not operating and do not participate in power output.

[0067] In the parallel mode with direct engine drive, engine 11 and drive motor 17 simultaneously contribute power output to drive the vehicle. Clutch 13 is also engaged, and the power from engine 11 is directly transmitted to intermediate shaft 16; simultaneously, drive motor 17 also transmits power to intermediate shaft 16. The power from engine 11 and drive motor 17 is superimposed at intermediate shaft 16, jointly driving the vehicle. At this time, generator 14 does not operate and does not participate in power output.

[0068] In the three-power drive mode, the engine 11, drive motor 17, and generator 14 jointly drive the vehicle. The clutch 13 is also engaged. The engine 11 transmits power to the intermediate shaft 16 via the first planetary gear set 12; simultaneously, the drive motor 17 converts electricity into mechanical energy and transmits it to the intermediate shaft 16 via the second planetary gear set 18; while the generator 14, utilizing its rotational inertia, releases its stored mechanical energy and also transmits power to the intermediate shaft 16. The power from the engine 11, drive motor 17, and generator 14 is superimposed at the intermediate shaft 16, jointly driving the vehicle forward.

[0069] According to some embodiments of this utility model, the second shaft 141 and the first sun gear 122 are constructed as a single integral part. A single integral part means that the second shaft 141 and the first sun gear 122 are manufactured through a single molding process, rather than being processed and then reassembled independently. By constructing the second shaft 141 and the first sun gear 122 as a single integral part, the overall structural strength is improved, enabling it to more reliably withstand the torque transmitted from the engine 11 to the first planetary gear assembly 12 and the reaction force generated by the generator 14 during power generation, ensuring the stable operation of the powertrain 1. Furthermore, the single integral part eliminates the gaps and fit errors that may exist in traditional connection methods, making the process of power transmission from the second shaft 141 to the first sun gear 122 more efficient, further improving the overall energy utilization efficiency of the powertrain 1.

[0070] According to some embodiments of the present invention, the clutch 13 is configured as a wet clutch, an electromagnetic clutch, a synchronizer, or a dog clutch.

[0071] Wet clutches are cooled and lubricated by oil, enabling them to withstand larger torques and extend their service life; electromagnetic clutches use electromagnetic force to engage and disengage, offering rapid response and precise control; synchronizers engage after synchronizing speeds through friction rings, reducing shift shocks and improving smoothness; while dog clutches employ a rigid tooth meshing structure, characterized by high transmission efficiency and strong load-bearing capacity.

[0072] Selecting the appropriate clutch type 13 according to different operating conditions and performance requirements can optimize the transmission efficiency, reliability and response speed of the powertrain 1, thereby improving the overall performance of the hybrid power system.

[0073] The vehicle according to this utility model is briefly described below.

[0074] 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, the powertrain 1 in the vehicle according to this utility model achieves power distribution through the first planetary gear assembly 12 and switches operating modes using the clutch 13. This not only effectively simplifies the overall structure and reduces unnecessary parts and complex connections, but also reduces control difficulty, enabling the engine 11 to flexibly adjust its output characteristics according to the actual driving needs of the vehicle, improving the operating efficiency of the engine 11 under different operating conditions, thereby improving the vehicle's performance and energy utilization efficiency.

[0075] 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.

[0076] 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 in that, include: An engine (11) having a first shaft (111); The first planetary gear assembly (12) includes a first planet carrier (121), a first sun gear (122) and a first ring gear (123) that cooperate with each other, and the first planet carrier (121) is connected to the first shaft (111). The clutch (13) is provided with an inner hub (131) and an outer hub (132) that can be selectively engaged. The inner hub (131) is connected to the first shaft (111), and the outer hub (132) is connected to the first gear ring (123). A generator (14) is provided with a second shaft (141) which is connected to the first sun gear (122); Differential assembly (15), the input end of which is drivenly connected to the first gear ring (123).

2. The powertrain according to claim 1, characterized in that, Also includes: An intermediate shaft (16) is provided with a first gear section (161) and a second gear section (162). The first gear section (161) is connected to the first gear ring (123) in a driving connection, and the second gear section (162) is connected to the input end of the differential assembly (15) in a driving connection. A drive motor (17) is provided with a third shaft (171), which is connected to the intermediate shaft (16) in a transmission manner.

3. The powertrain according to claim 2, characterized in that, Also includes: The second planetary gear assembly (18) includes a second planetary carrier (181), a second sun gear (182), and a second ring gear (183) that cooperate with each other. The second planetary carrier (181) is connected to the intermediate shaft (16), and the second sun gear (182) is connected to the third shaft (171). The housing is connected to the second gear ring (183).

4. The powertrain according to claim 3, characterized in that, The second sun gear (182), the third shaft (171), and the intermediate shaft (16) are coaxially arranged.

5. The powertrain according to claim 4, characterized in that, The drive motor (17) and the generator (14) are located on the same side of the powertrain, the engine (11) is located on the other side of the powertrain, and the second shaft (141) and the third shaft (171) are arranged in parallel.

6. The powertrain according to claim 1, characterized in that, Also includes: Torsional damper (19) is disposed between the first shaft (111) and the first planetary carrier (121).

7. The powertrain according to claim 2, characterized in that, The powertrain has a drive motor drive mode, a shutdown power generation mode, a driving power generation mode, an energy recovery mode, and an engine direct drive mode; The clutch (13) is disengaged in drive motor drive mode, shutdown power generation mode, driving power generation mode and energy recovery mode; the clutch (13) is engaged in engine direct drive mode.

8. The powertrain according to claim 3, characterized in that, The second shaft (141) and the first sun gear (122) are integrally formed.

9. The powertrain according to claim 1, characterized in that, The clutch (13) is constructed as a wet clutch, an electromagnetic clutch, a synchronizer, or a dog clutch.

10. A vehicle, characterized in that, Includes the powertrain described in any one of claims 1-9.

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