Powertrain Systems and Vehicles

Abstract

A powertrain system (1000) and a vehicle. The powertrain system (1000) includes a conversion device (10), a first motor (200), a second motor (5000), and an engine (300), in which at least one of the first motor (200) and the engine (300) is used to selectively output power to a first driving end by the conversion device (10), the engine (300) is used to selectively output power to the first motor (200) by the conversion device (10), and the second motor (5000) is drivingly connected to the engine (300), so that the powertrain system (1000) has a first simultaneous driving and power generation mode, in which the first motor (200) outputs power to a first driving end by the conversion device (10), and the second motor (5000) is driven by the engine (300) to generate electricity.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure is based on and claims priority from Chinese Patent Application No. 202210616333.1, filed on May 31, 2022. The entire contents of the above-referenced applications are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicles, and more particularly, to a powertrain system and a vehicle having the powertrain system. [Background technology]

[0003] In related art, in hybrid vehicles, motors may be disposed on both the front and rear drive axles and used as power sources, and an engine may be selectively disposed on one of the drive axles to form a compound hybrid.

[0004] However, when the traction motor connected to the engine is involved in driving, the battery power is continuously reduced and cannot be effectively replenished, which may affect the use of the vehicle's pure electric driving mode. Summary of the Invention [Problem to be solved by the invention]

[0005] The present disclosure is intended to solve at least one of the technical problems in the related art. The present disclosure provides a powertrain system, which can supplement power to a vehicle to prevent the vehicle from being insufficient in power, thereby effectively avoiding the impact on the use of the pure electric driving mode of the vehicle.

[0006] The present disclosure further provides a vehicle. [Means for solving the problem]

[0007] The powertrain system of the present disclosure comprises: The converter includes a converter, a first motor, a second motor, and an engine.

[0008] At least one of the first motor and the engine is configured to selectively output power to the first travel end via the conversion device.

[0009] The engine is configured to selectively output power through the conversion device to the first motor to drive the first motor to generate electricity.

[0010] The second motor is drivingly connected to the engine, so that the powertrain system has a first simultaneous driving and generating mode.

[0011] In a first simultaneous driving and generating mode, the first motor outputs power to the first traveling end via the converter, and the second motor is driven by the engine to generate electricity.

[0012] According to the powertrain system disclosed herein, the second motor can generate electricity, thereby supplementing power for the vehicle to prevent power shortage of the vehicle, thereby effectively avoiding the impact on the use of the vehicle's pure electric driving mode.

[0013] In some embodiments of the present disclosure, the second motor is disposed on the engine.

[0014] In some embodiments of the present disclosure, an engine output shaft of the engine is parallel to a second motor output shaft of the second motor.

[0015] In some embodiments of the present disclosure, an engine output shaft of the engine is drivingly connected to a second motor output shaft of the second motor by a belt pulley.

[0016] In some embodiments of the present disclosure, the powertrain system further includes a third motor configured to output power to the second travel end.

[0017] In some embodiments of the present disclosure, the powertrain system has a second simultaneous driving and generating mode in which the first motor outputs power to a first driving end through a converter in a second simultaneous driving and generating mode, the third motor outputs power to a second driving end, and the second motor is driven by the engine to generate electricity.

[0018] In some embodiments of the present disclosure, the conversion device includes a first clutch, a second clutch, and a transmission member. The first clutch and the second clutch are connected to the transmission member. The first motor is drivingly connected to the transmission member. The engine is connected to the first clutch for selectively outputting power from the engine to the first motor. The second clutch is connected between the transmission member and the first running end for selectively connecting the transmission member to the first running end.

[0019] In some embodiments of the present disclosure, the first clutch and the second clutch are disposed on axially opposite sides of the transmission member, the first clutch is disposed on a side of the transmission member closer to the engine, and the second clutch is disposed on a side of the transmission member opposite the engine.

[0020] In some embodiments of the present disclosure, the first clutch includes a first housing and a first transmission part. The first housing is fixedly connected to the transmission member. The first transmission part is connected to the engine. The first transmission part is selectively connected to the first housing by a clutch plate.

[0021] The second clutch includes a second housing and a second transmission part. The second housing is fixedly connected to the transmission member. The second transmission part is selectively connected to the second housing by a clutch plate.

[0022] In some disclosed embodiments, the powertrain system further includes an energy storage unit in electrical communication with the first motor and the second motor.

[0023] In some embodiments of the present disclosure, in a first simultaneous operation and power generation mode, the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, the engine and the first motor rotate, and the power of the engine is transmitted to the second motor to drive the second motor to generate electricity, and the power of the first motor is transmitted sequentially through the transmission member and the second housing to the second transmission part, thereby transmitting it to the first traveling end.

[0024] In some embodiments of the present disclosure, the powertrain system further includes a second simultaneous driving and generating mode, in which the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, the third motor rotates, the power of the third motor is output to the transmission connected to the second traveling end and thereby transmitted to the second traveling end, the first motor rotates, the power of the first motor is transmitted to the second transmission part through the transmission member and the second housing in sequence and thereby transmitted to the first traveling end, the engine rotates, and the power of the engine is transmitted to the second motor, causing the second motor to generate electricity.

[0025] The powertrain system further has a third simultaneous driving and generating mode. In the third simultaneous driving and generating mode, the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the engine and the first motor rotate, The power of the engine is transmitted to the second motor to drive the second motor to generate electricity, and the power of the engine is transmitted to the second transmission part through the first transmission part, the first housing, the transmission member, and the second housing in sequence, and thereby transmitted to the first traveling end; The power of the first motor is transmitted to the second transmission portion through the transmission member and the second housing in sequence, and thereby transmitted to the first traveling end; The third motor rotates, and the power of the third motor is output to the transmission connected to the second traveling end, and thereby transmitted to the second traveling end.

[0026] In some embodiments of the present disclosure, the powertrain system includes a first engine start mode, in which the first housing is connected to the first transmission part, the second housing is disconnected from the second transmission part, the first motor rotates, and power output by the first motor sequentially passes through the transmission member, the first housing, and the first transmission part to drive and start the engine.

[0027] The powertrain system further has a second engine starting mode, in which the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the first motor rotates, and the power output by the first motor sequentially passes through the transmission member, the first housing, and the first transmission part to drive and start the engine, and the power output by the first motor is sequentially transmitted to the first traveling end through the transmission member, the second housing, and the second transmission part.

[0028] The powertrain system further has a third engine start mode. In the third engine start mode, the second motor rotates and power output by the second motor is transmitted to the engine to drive and start the engine.

[0029] In some embodiments of the present disclosure, the powertrain system further includes a first power generation mode, in which the second housing is disconnected from the second transmission part and the first housing is connected to the first transmission part, the engine rotates, and power output by the engine is transmitted to the first motor through the first transmission part, the first housing, and the transmission member in sequence, and drives the first motor to generate electricity.

[0030] The powertrain system further has a second power generation mode, in which the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the engine rotates, and power output by the engine is transmitted to the first motor through the first transmission part, the first housing, and the transmission member in sequence, and drives the first motor to generate electricity, and power of the engine is transmitted to the second transmission part through the first transmission part, the first housing, the transmission member, and the second housing in sequence, thereby being transmitted to the first traveling end.

[0031] The powertrain system further has a third generating mode, in which the first housing is disconnected from the first transmission portion, the engine rotates, and power of the engine is transmitted to the second motor, thereby causing the second motor to generate electricity.

[0032] The powertrain system further has a fourth power generation mode, in which the second housing is disconnected from the second transmission part, the first housing is connected to the first transmission part, the engine rotates, and power of the engine is transmitted to the second motor, thereby causing the second motor to generate electricity, and power output by the engine is transmitted to the first motor through the first transmission part, the first housing, and the transmission member in sequence, and drives the first motor to generate electricity.

[0033] In some embodiments of the present disclosure, the powertrain system further has a first energy feedback mode, in which the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, and power of the first traveling end is output to the first motor through the second transmission part, the second housing, and the transmission member in sequence, thereby driving the first motor to generate electricity.

[0034] The powertrain system further has a second energy feedback mode, in which the first housing is disconnected from the first transmission portion, the second housing is disconnected from the second transmission portion, and power of the second traveling end is output to the third motor through a transmission connected to the second traveling end, thereby driving the third motor to generate electricity.

[0035] The powertrain system further has a third energy feedback mode, in which the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, and the power of the first traveling end is output to the first motor through the second transmission part, the second housing, and the transmission member in sequence, thereby driving the first motor to generate electricity; Power from the second traveling end is output to the third motor through the transmission, thereby driving the third motor to generate electricity.

[0036] In some embodiments of the present disclosure, the powertrain system further includes a first pure electric operating mode, in which the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, the first motor rotates, and power of the first motor is transmitted to the second transmission part through the transmission member and the second housing in sequence, and thereby to the first traveling end.

[0037] The powertrain system further has a second pure electric operating mode, in which the first housing is decoupled from the first transmission portion, the second housing is decoupled from the second transmission portion, the third motor rotates, and power output by the third motor is transmitted to the transmission and thereby to the second driving end.

[0038] The powertrain system further has a third pure electric driving mode, in which the first housing is disconnected from the first transmission part, the second housing is connected to the second transmission part, the third motor rotates, and the power output by the third motor is transmitted to the transmission and thereby to the second traveling end, and the first motor rotates, and the power of the first motor is transmitted to the second transmission part through the transmission member and the second housing in sequence and thereby to the first traveling end.

[0039] In some embodiments of the present disclosure, the powertrain system further includes a first hybrid driving mode, in which the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the engine and the first motor rotate, and the power of the engine is transmitted to the second transmission part through the first transmission part, the first housing, the transmission member, and the second housing in sequence, and thereby transmitted to the first traveling end.

[0040] The power of the first motor is transmitted to the second transmission portion through the transmission member and the second housing in this order, and thereby transmitted to the first traveling end.

[0041] In some embodiments of the present disclosure, the powertrain system further has a second hybrid driving mode, in which the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the engine rotates, and the power of the engine is transmitted to the second transmission part through the first transmission part, the first housing, the transmission member, and the second housing in sequence, thereby transmitting the power to the first traveling end; The third motor rotates, and the power of the third motor is output to the transmission and thereby transmitted to the second traveling end.

[0042] In some embodiments of the present disclosure, the powertrain system further includes a third hybrid driving mode, in which the first housing is connected to the first transmission part, the second housing is connected to the second transmission part, the engine and the first motor rotate, and the power of the engine is transmitted to the second transmission part through the first transmission part, the first housing, the transmission member, and the second housing in sequence, thereby transmitting the power to the first traveling end; The power of the first motor is transmitted to the second transmission portion through the transmission member and the second housing in sequence, and thereby transmitted to the first traveling end; The third motor rotates, and the power of the third motor is output to the transmission and thereby transmitted to the second traveling end.

[0043] The vehicle of the present disclosure includes the powertrain system described above.

[0044] The vehicle of the present disclosure includes a powertrain system according to any of the above-mentioned embodiments. Since the vehicle of the present disclosure includes a powertrain system according to any of the above-mentioned embodiments, the vehicle has a hybrid mode and can realize connection and disconnection between multiple power inputs and power outputs. The clutch assembly has high integration and a fast response speed during power switching. In addition, the powertrain system of the vehicle has a compact structure, and as a result, the vehicle has a large passenger compartment.

[0045] Other aspects and advantages of the disclosure will be set forth in part in the description which follows, and in part will be apparent from the description, or may be learned by practice of the disclosure. [Brief description of the drawings]

[0046] [Figure 1] FIG. 1 is a schematic diagram of a powertrain system installed in a vehicle according to one embodiment of the present disclosure. [Diagram 2] FIG. 2 is an enlarged view of A in FIG. [Diagram 3] A cross-sectional view of a conversion device of a powertrain system according to one embodiment of the present disclosure. [Figure 4] 1 is a schematic diagram of another embodiment of a powertrain system according to an embodiment of the present disclosure. [Diagram 5] 1 is a schematic diagram of another embodiment of a powertrain system according to an embodiment of the present disclosure. [Figure 6] 1 is a schematic diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0047] The embodiments of the present disclosure are described in detail below, and examples of the embodiments are shown in the drawings. The same or similar elements having the same or similar functions are represented by the same or similar reference symbols throughout the description. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention, and should not be construed as limitations on the present disclosure.

[0048] In describing the present disclosure, it should be understood that orientation or positional relationships indicated by words such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" are based on orientation or positional relationships shown in the drawings and are used merely for ease and conciseness of describing the present disclosure, and do not imply or imply that the devices or elements referred to need to have a particular orientation or be constructed and operated in a particular orientation. Thus, such terms should not be construed as limitations on the present disclosure. In addition, features defined with "first" and "second" may explicitly or implicitly include one or more features. In describing the present disclosure, unless otherwise specified, "plurality" means two or more.

[0049] In the description of the present disclosure, unless expressly indicated or defined, it should be noted that the terms "attach", "connect" and "connection" are understood in a broad sense. For example, a connection may be a fixed connection, a separable connection, or an integral connection, or may be a mechanical connection or an electrical connection, or may be a direct connection, an indirect connection through an intermediate medium, or an internal communication between two elements. Those skilled in the art will be able to understand the specific meaning of the above terms in the present disclosure based on the specific situation.

[0050] A powertrain system 1000 according to an embodiment of the present disclosure will be described below with reference to Figures 1 to 6. The powertrain system 1000 may be mounted on a vehicle 6000.

[0051] As shown in FIG. 1 to FIG. 5, the power train system 1000 of the vehicle 6000 in the embodiment of the present disclosure includes a conversion device 10, a first motor 200, a second motor 5000, and an engine 300. At least one of the first motor 200 and the engine 300 is configured to selectively output power to a first driving end by the conversion device 10. The first driving end may be the front wheels 2000 or the rear wheels 3000 of the vehicle 6000. The present disclosure will be described by using an example in which the first driving end is the front wheels 2000. In other words, the first motor 200 may selectively output power to the first driving end by the conversion device 10, the engine 300 may selectively output power to the first driving end by the conversion device 10, and the first motor 200 and the engine 300 may simultaneously selectively output power to the first driving end by the conversion device 10. After the power is output to the first running end, the wheels rotate to realize the running of the vehicle 6000. The engine 300 is configured to selectively output power to the first motor 200 by the conversion device 10, which may alternatively be understood as meaning that the engine 300 can output power to the first motor 200 by the conversion device 10, but the engine 300 cannot output power to the first motor 200. When the engine 300 outputs power to the first motor 200 by the conversion device 10, the engine 300 can drive the first motor 200 to generate electricity. The first motor 200 may be configured to selectively output power to the engine 300 by the conversion device 10 to drive the engine 300 to start and ignite.

[0052] When the engine 300 is disposed on the left side of the conversion device 10, the rotation direction of the engine output shaft 301 of the engine 300 is opposite to the rotation direction of the front wheel 2000 when the engine 300 outputs power to the first traveling end. As shown in FIG. 1, when the engine 300 is disposed on the right side of the conversion device 10, the rotation direction of the engine output shaft 301 of the engine 300 is the same as the rotation direction of the front wheel 2000 when the engine 300 outputs power to the first traveling end. When at least one of the first motor 200 and the engine 300 selectively outputs power to the front wheel 2000 or the rear wheel 3000 of the traveling end by the conversion device 10, for example, when at least one of the first motor 200 and the engine 300 selectively outputs power to the front wheel 2000 by the conversion device 10, the rotation direction of the engine output shaft 301 of the engine 300 is the same as the rotation direction of the front wheel 2000. In one embodiment, the engine 300 is disposed on the left side of the conversion device 10 in the direction from the rear to the front of the vehicle 6000. The conversion device 10 is drivingly connected to the front differential 600 of the front axle wheels. When the engine 300 is disposed on the left side of the conversion device 10, the rotation direction of the engine output shaft 301 of the engine 300 can be opposite to the rotation direction of the front wheels 2000. Since the rotation direction of the engine output shaft 301 of the engine 300 is opposite to the rotation direction of the front wheels 2000, the front wheels 2000 can be rotationally driven without the need to dispose a reverse gear 700 between the conversion device 10 and the front differential 600 to realize the running of the vehicle 6000. In addition, the vehicle 6000 can be switched to different driving modes by switching the first motor 200 and / or the engine 300 to selectively output power to the first running end by the same conversion device 10 and configuring the engine 300 to selectively output power to the first motor 200 by the conversion device 10. In this way, the driving performance of the vehicle 6000 can be improved, and the structure of the powertrain system 1000 can be simplified, thereby enabling a compact structure of the powertrain system 1000 to be realized.

[0053] The second motor 5000 is drivingly connected to the engine 300, so that the powertrain system 1000 has a first simultaneous driving and generating mode. In the first simultaneous driving and generating mode, the first motor 200 outputs power to the first driving end by the conversion device 10, and the second motor 5000 is driven by the engine 300 to generate electricity. The electric energy generated by the second motor 5000 may be supplied to the first motor 200 to reduce the discharge output of the energy storage unit 800 of the powertrain system 1000, and the electric energy generated by the second motor 5000 may be supplied to and stored in the energy storage unit 800 to charge the energy storage unit 800. In this way, the power retention ability of the powertrain system 1000 is improved, so that the vehicle 6000 can be supplemented with power, thereby preventing power shortage in the vehicle 6000 and effectively avoiding the impact on the use of the pure electric driving mode of the vehicle 6000.

[0054] The conversion device 10, the first motor 200, and the engine 300 cooperate with each other, specifically, the first motor 200 and the engine 300 selectively output power at the driving end by the same conversion device 10, so that there is no need to arrange a reverse gear in the powertrain system 1000, which can simplify the structure of the powertrain system 1000 and realize a compact structure of the powertrain system 1000. In addition, by switching the first motor 200 and / or the engine 300 to selectively output power at the first driving end by the same conversion device 10, and configuring the engine 300 to selectively output power to the first motor 200 by the conversion device 10, the vehicle 6000 can be switched to different driving modes. In this way, the driving performance of the vehicle 6000 is improved. In addition, the second motor 5000 can generate electricity, thereby supplementing power to the vehicle 6000 to prevent power shortage of the vehicle 6000, thereby effectively avoiding the impact on the use of the pure electric driving mode of the vehicle 6000.

[0055] In some embodiments of the present disclosure, such as shown in FIG. 1 , the second motor 5000 is disposed on the engine 300, thereby achieving a compact overall structure of the second motor 5000 and the engine 300 and facilitating a driving connection between the second motor 5000 and the engine 300.

[0056] In some embodiments of the present disclosure, such as shown in FIG. 1 , the engine output shaft 301 of the engine 300 is parallel to the second motor output shaft 2031 of the second motor 5000, which facilitates a driving connection between the engine 300 and the second motor 5000.

[0057] In some embodiments of the present disclosure, as shown in FIG. 1, the engine output shaft 301 of the engine 300 is drivingly connected to the second motor output shaft 2031 of the second motor 5000 by a belt pulley. In one embodiment, a first pulley is provided on the engine output shaft 301 and a second pulley is provided on the second motor output shaft 2031. The first pulley and the second pulley are connected by a belt 5001. The belt 5001 is sleeved on the outside of the first pulley and the second pulley. As the engine output shaft 301 rotates, the belt 5001 rotates and drives the second pulley to cause the second motor 5000 to generate electricity.

[0058] In some embodiments of the present disclosure as shown in FIG. 2 and FIG. 3, the conversion device 10 may include a first clutch 15, a second clutch 16, and a transmission member 11. The first motor 200 is drivingly connected to the transmission member 11. The first motor 200 is configured to output power to the transmission member 11. The engine 300 is connected to the first clutch 15 to selectively output power from the engine 300 to the first motor 200. The second clutch 16 is connected between the transmission member 11 and the first running end to selectively connect the transmission member 11 to the first running end. The first clutch 15 is connected between the engine output shaft 301 and the transmission member 11. The first clutch 15 is connected or disconnected to selectively output power from the engine 300 to the first motor 200. Specifically, when the first clutch 15 is connected, the engine 300 can output power to the first motor 200. When the first clutch 15 is disengaged, the engine 300 cannot output power to the first motor 200. In this manner, the engine 300 can selectively output power to the first motor 200. The second clutch 16 is connected between the transmission member 11 and a front differential 600 of the front axle wheels. The second clutch 16 is connected or disengaged to selectively connect the transmission member 11 to the front wheels 2000. Specifically, when the second clutch 16 is engaged, the transmission member 11 is connected to the front wheels 2000, and the power of the transmission member 11 is transmitted to the front wheels 2000 to drive the vehicle 6000 to run. When the second clutch 16 is disengaged, the transmission member 11 is not connected to the front wheels 2000, and the power of the transmission member 11 cannot be transmitted to the front wheels 2000. In one embodiment, the torque of the first clutch 15 may be greater than the torque of the second clutch 16.

[0059] In some embodiments of the present disclosure, the first clutch 15 and the second clutch 16 are disposed on either axial side of the transmission member 11. The first clutch 15 is disposed on a side of the transmission member 11 closer to the engine 300, and the second clutch 16 is disposed on a side of the transmission member 11 opposite the engine 300, so that the conversion device 10 has a compact structure.

[0060] In some embodiments of the present disclosure as shown in FIG. 3, the first clutch 15 may include a first housing 151 and a first transmission part 152. The first housing 151 is fixedly connected to the transmission member 11. In one embodiment, the first housing 151 may be fixedly connected to the transmission member 11 by a bolt. The first housing 151 may alternatively be welded to the transmission member 11, or the first housing 151 may be snap-fitted to the transmission member 11 to achieve a fixed connection between the first housing 151 and the transmission member 11. The first transmission part 152 is connected to the engine 300. The first transmission part 152 is selectively connected to the first housing 151 by a clutch plate.

[0061] The first housing 151 includes a housing, and a first groove 1511 is formed therein. A first clutch plate 153 is disposed in the first groove. The first transmission part 152 is configured to selectively connect to the first clutch plate 153 in the first groove 1511. The first transmission part 152 is connected with the engine output shaft 301. In one embodiment, the first transmission part 152 is fixedly connected with the engine output shaft 301. The fixed connection manner between the first transmission part 152 and the engine output shaft 301 is not particularly limited. In one embodiment, a plurality of first clutch plates 153 are disposed. The plurality of first clutch plates 153 are sequentially spaced apart in the axial direction of the conversion device 10. The first groove 1511 is formed between adjacent first clutch plates 153. The first transmission part 152 includes at least one second clutch plate 154. For example, a plurality of second clutch plates 154 are disposed. The plurality of second clutch plates 154 and the plurality of first clutch plates 153 are arranged in a one-to-one correspondence. The second clutch plates 154 extend into the first grooves 1511. The second clutch plates 154 are moved relative to the first clutch plates 153, so that the first clutch plates 153 are connected or disconnected from the second clutch plates 154. In this manner, the engine 300 can selectively output power to the transmission member 11.

[0062] In some embodiments of the present disclosure as shown in FIG. 3, the second clutch 16 may include a second housing 161 and a second transmission portion 162. The second housing 161 is fixedly connected to the transmission member 11. In one embodiment, the second housing 161 may be fixedly connected to the transmission member 11 by a bolt. The second housing 161 may alternatively be welded to the transmission member 11, or the second housing 161 may be snap-fitted to the transmission member 11 to achieve a fixed connection between the second housing 161 and the transmission member 11.

[0063] The second housing 161 includes a housing, and a second groove 1611 is formed therein. A third clutch plate 163 is disposed in the second groove 1611. The second transmission part 162 is configured to selectively connect to the second groove 1611. The second transmission part 162 is connected with the front differential 600, and the second transmission part 162 is drivingly connected to the front differential 600. In one embodiment, a plurality of third clutch plates 163 are disposed. The plurality of third clutch plates 163 are spaced apart sequentially in the axial direction of the conversion device 10. The second groove 1611 is formed between adjacent third clutch plates 163. The second transmission part 162 includes at least one fourth clutch plate 164. For example, a plurality of fourth clutch plates 164 are disposed. The plurality of fourth clutch plates 164 and the plurality of second grooves 1611 are disposed in a one-to-one correspondence. The fourth clutch plate 164 extends into the second groove 1611. The fourth clutch plate 164 is moved relative to the third clutch plate 163, so that the third clutch plate 163 and the fourth clutch plate 164 are connected or disconnected from each other. In this manner, the transmission member 11 can selectively output power to the front differential 600, thereby selectively outputting power to the front wheels 2000 to drive the vehicle 6000 to run.

[0064] In some embodiments of the present disclosure as shown in Fig. 3, the first housing 151 is fixedly connected to the transmission member 11 and is located on a side of the transmission member 11 closer to the engine, and the second housing 161 is fixedly connected to the transmission member 11 and is located on a side opposite the engine. In other words, the first housing 151 is disposed on one side of the transmission member 11, and the second housing 161 is disposed on the other side of the transmission member 11. By disposing the first housing 151 and the second housing 161 on both axial sides of the transmission member 11, respectively, the radial dimension of the conversion device 10 can be reduced.

[0065] In some embodiments of the present disclosure, the first housing 151 and the second housing 161 are integrally formed with the transmission member 11. In other words, the first housing 151 and the transmission member 11 are formed as one piece, and the second housing 161 and the transmission member 11 are formed as one piece. In this way, the connection strength between the first housing 151 and the transmission member 11 and the connection strength between the second housing 161 and the transmission member 11 can be improved, thereby avoiding separation between the first housing 151 and the transmission member 11 and separation between the second housing 161 and the transmission member 11. In addition, an additional step of manufacturing the first housing 151 and the second housing 161 can be omitted, the development cost of the mold can be reduced, the manufacturing cost of the conversion device 10 can be reduced, the production efficiency of the conversion device 10 can be improved, and the degree of integration can be further improved.

[0066] In some embodiments of the present disclosure, the transmission member 11 includes a gear, and a first motor gear 203 is provided on the output shaft of the first motor. The first motor gear 203 and the transmission member 11 form a gear pair. The gear pair is configured to connect the first motor 200 to the engine 300. In this embodiment, the gear pair can be used to connect the first motor 200 to the engine to speed up the generation of electricity, and the integration of the first clutch 15 and the second clutch 16 can be realized by using the gear.

[0067] In some embodiments of the present disclosure, the first housing 151 is connected with the second housing 161 to form a clutch body. The transmission member 11 is disposed in the clutch body. The above may be understood as the housing of the first clutch 15 being connected with the housing of the second clutch 16 to form a clutch body configured to mount the transmission member. Alternatively, the clutch body has teeth formed on its outer periphery and is constructed as a gear. In this case, the first housing 151 and the second housing 161 are integrally formed with the transmission member 11.

[0068] In another embodiment, the first housing 151 and the second housing 161 are integrally formed to form the clutch body.

[0069] In some embodiments of the present disclosure as shown in FIGS. 1-3, the powertrain system 1000 may further include a support shaft 14. The transmission member 11 is connected to the support shaft 14, and the transmission member 11 is arranged coaxially with the support shaft 14. In one embodiment, the transmission member 11 may be arranged as a drive gear. The transmission member 11 may be sleeved on the outside of the support shaft 14. The transmission member 11 is fixedly connected to the support shaft 14. The central axis of the transmission member 11 coincides with the central axis of the support shaft 14. The first transmission part 152 and the second transmission part 162 are rotatably sleeved on the support shaft 14. The first transmission part 152 and the second transmission part 162 are rotatable relative to the support shaft 14. In one embodiment, the first housing 151 and the second housing 161 are connected to the transmission member 11. In this way, the first clutch 15, the second clutch 16 and the transmission member 11 can be integrated on the same support shaft 14, so that the conversion device 10 can have a compact structure, the volume of the conversion device 10 is reduced, and the conversion device 10 occupies a small installation space, which facilitates the installation of the conversion device 10 and the installation of the powertrain system 1000 in the vehicle 6000, and improves the production efficiency of the vehicle 6000.

[0070] In some embodiments of the present disclosure as shown in FIG. 3, a cavity 1521 is formed in the first transmission part 152. One end of the support shaft 14 is located in the cavity 1521 and rotatably connected with the first transmission part 152. It should be noted that the end of the support shaft 14 closer to the first transmission part 152 in the axial direction of the support shaft 14 is located in the cavity 1521 and rotatably connected with the first transmission part 152. In one embodiment, the first transmission part 152 is sleeved at the end of the support shaft 14 closer to the first transmission part 152. Since the support shaft 14 is rotatably connected with the first transmission part 152, it can be ensured that the first transmission part 152 is rotatable relative to the support shaft 14, thereby ensuring the operation performance of the conversion device 10. In addition, since the end of the support shaft 14 closer to the first transmission portion 152 is disposed within the cavity 1521, the axial dimension of the conversion device 10 can be reduced, and as a result, the conversion device 10 has a more compact structure.

[0071] In some embodiments of the present disclosure as shown in FIG. 3, the first limiting portion 155 is disposed in the cavity 1521, and the second limiting portion 141 is disposed at one end of the support shaft 14. The first limiting portion 155 and the second limiting portion 141 are fitted together to restrict the axial movement of the support shaft 14. It should be noted that the second limiting portion 141 is disposed at the end of the support shaft 14 closer to the first transmission portion 152, and the first limiting portion 155 is disposed at the bottom wall of the cavity 1521 opposite to that end of the support shaft 14. After the conversion device 10 is attached to the support shaft 14, when the support shaft 14 receives an axial force toward the first transmission portion 152, the support shaft 14 abuts against and is restricted by the first limiting portion 155 and the second limiting portion 141, restricting the movement of the support shaft 14 in the axial direction, so that the abnormal axial movement of the support shaft 14 can be avoided, thereby realizing the restriction and protection when the support shaft 14 receives a large axial force.

[0072] In some embodiments of the present disclosure as shown in FIG. 3, the first limiting portion 155 may be provided as a spherical groove, and the second limiting portion 141 may be provided as a spherical protrusion. The spherical protrusion is received in the spherical groove, the spherical protrusion is arranged coaxially with the spherical groove, and the inner wall of the spherical groove is spaced from the spherical protrusion. After the conversion device 10 is mounted on the support shaft 14, the spherical protrusion is mounted on the spherical groove. Because the spherical protrusion and the spherical groove are provided, it can be ensured that the first transmission portion 152 and the support shaft 14 can rotate relative to each other, and even if the first limiting portion 155 and the second limiting portion 141 contact each other, it can still be ensured that the first transmission portion 152 and the support shaft 14 can rotate relative to each other, thereby ensuring the operation performance of the conversion device 10.

[0073] In some embodiments of the present disclosure as shown in FIG. 3, the powertrain system 1000 may further include a first bearing 142. The first transmission part 152 is rotatably connected to the support shaft 14 by the first bearing 142. The first bearing 142 is sleeved on the outside of the support shaft 14, and the first bearing 142 is disposed between the first transmission part 152 and the support shaft 14 to realize the relative rotation between the first transmission part 152 and the support shaft 14. In addition, the first bearing 142 is supported between the first transmission part 152 and the support shaft 14, which ensures that the first transmission part 152 and the support shaft 14 rotate about the same axis, ensures that the first transmission part 152 and the support shaft 14 rotate relatively smoothly, and can avoid radial movement of the first transmission part 152 relative to the support shaft 14.

[0074] In some embodiments of the present disclosure, the powertrain system 1000 may further include a housing (not shown). The first transmission part 152 is rotatably connected to the housing. Since the first transmission part 152 is connected to the housing, the first transmission part 152 can be securely mounted within the housing of the powertrain system 1000 while ensuring that the first transmission part 152 is rotatable relative to the support shaft 14.

[0075] In some embodiments of the present disclosure, the connection position between the first transmission part 152 and the housing is the first connection position, and the connection position between the first transmission part 152 and the support shaft 14 is the second connection position. In the radial direction of the support shaft 14, the orthogonal projection of the first connection position and the orthogonal projection of the second connection position at least partially overlap. Since the orthogonal projection of the first connection position and the orthogonal projection of the second connection position have an overlapping area in the radial direction of the support shaft 14, the radial load of the support shaft 14 can be transmitted to the housing by the first transmission part 152, thereby preventing the life of the entire powertrain system 1000 from being affected by the shear force caused by the first connection position and the second connection position being staggered relative to each other in the radial direction of the support shaft 14.

[0076] In some embodiments of the present disclosure as shown in FIG. 3, the powertrain system 1000 may further include a first bearing 142 and a second bearing 156. The first bearing 142 is disposed between the first transmission part 152 and the support shaft 14, the first bearing 142 is sleeved on the outside of the support shaft 14, and the first bearing 142 is connected between the first transmission part 152 and the support shaft 14. The second bearing 156 is sleeved on the outside of the first transmission part 152. In the radial direction of the support shaft 14, the orthogonal projection of the second bearing 156 and the orthogonal projection of the bearing 142 have an overlapping area. In some embodiments, the second bearing 156 is disposed at the first connection position described above, and the first bearing 142 is disposed at the second connection position described above. The first transmission part 152 is rotatably connected to the housing by the second bearing 156. In this way, the radial load of the support shaft 14 can be transmitted to the housing by the first bearing 142, the first transmission portion 152, and the second bearing 156, preventing the life of the entire powertrain system 1000 from being affected by shear forces arising from the first bearing 142 and the second bearing 156 being staggered relative to each other in the radial direction of the support shaft 14, thereby extending the useful life of the powertrain system 1000.

[0077] In some embodiments of the present disclosure as shown in FIG. 3, the powertrain system 1000 may further include a third bearing 143. The second transmission part 162 is rotatably connected to the support shaft 14 by the third bearing 143. The third bearing 143 is sleeved on the outside of the support shaft 14, and the third bearing 143 is connected between the second transmission part 162 and the support shaft 14 to realize the relative rotation between the second transmission part 162 and the support shaft 14. In addition, the third bearing 143 is supported between the second transmission part 162 and the support shaft 14, which ensures that the second transmission part 162 and the support shaft 14 rotate about the same axis, ensures that the second transmission part 162 and the support shaft 14 rotate smoothly relative to each other, and can avoid radial movement of the second transmission part 162 relative to the support shaft 14.

[0078] In some embodiments of the present disclosure, the powertrain system 1000 may further include a housing (not shown). The other end of the support shaft 14 is rotatably connected to the housing. The other end of the support shaft 14 refers to an end of the support shaft 14 opposite to the first transmission part 152 in the axial direction of the support shaft 14. In this manner, the support shaft 14 can be securely attached to the housing of the powertrain system 1000, and at the same time, it can be ensured that the support shaft 14 is rotatable relative to the housing, so that the support shaft 14 can securely support the conversion device 10, thereby ensuring the operational performance of the conversion device 10.

[0079] In some embodiments of the present disclosure as shown in FIG. 3, the powertrain system 1000 may further include a fourth bearing 144. The other end of the support shaft 14 is rotatably connected to the housing by the fourth bearing 144. In some embodiments, the fourth bearing 144 is sleeved on the outside of the support shaft 14, the fourth bearing 144 is connected between the support shaft 14 and the housing, and the support shaft 14 is mounted and fixed by the fourth bearing 144 to realize that the support shaft 14 is rotatable relative to the housing. In this way, the support shaft 14 can be securely mounted to the housing of the powertrain system 1000, and the support shaft 14 can securely support the conversion device 10, thereby ensuring the operation performance of the conversion device 10.

[0080] In some embodiments of the present disclosure as shown in FIG. 1 and FIG. 3, the front differential 600 has a first gear 601, and the second clutch 16 is provided with a first output gear 13, and the first output gear 13 is meshed with the first gear 601. In some embodiments, the second transmission part 162 of the second clutch 16 is provided with the first output gear 13. The first output gear 13 is sleeved on the outside of the second transmission part 162. The first output gear 13 may be integrally formed with the second transmission part 162 to reduce the mold development cost and reduce the production cost of the conversion device 10. When the second transmission part 162 is connected with the second housing 161, the power of the transmission member 11 is transmitted to the front differential 600 by the second clutch 16, the first output gear 13, and the first gear 601. The power is transmitted to the front wheels 2000 of the vehicle 6000 by the front differential 600 to drive the vehicle 6000 to run. In addition, by meshing the first gear 601 with the first output gear 13, the power can be reliably transmitted to the front differential 600.

[0081] In some embodiments of the present disclosure as shown in FIG. 1 , the central axis of the first gear 601 is parallel to the central axis of the first output gear 13. In this way, the first gear 601 and the first output gear 13 can be reliably meshed, and separation between the first gear 601 and the first output gear 13 can be avoided. In this way, it can be ensured that the power is reliably transmitted to the front differential 600, the wear between the first gear 601 and the first output gear 13 can be reduced, and the useful life of the first gear 601 and the first output gear 13 can be extended.

[0082] In some embodiments of the present disclosure as shown in FIG. 1, the powertrain system 1000 may further include an energy storage unit 800 (i.e., the energy storage unit 800 in the previous embodiment). The energy storage unit 800 may be a battery pack. The energy storage unit 800 is electrically connected to the first motor 200 and the second motor 5000. The energy storage unit 800 supplies electricity to the first motor 200 to drive and operate the first motor 200, thereby allowing the first motor 200 to output power to the transmission member 11. In this manner, the driving of the first motor 200 is realized.

[0083] In some embodiments of the present disclosure, the first motor output shaft 201 of the first motor 200 is meshed with the transmission member 11 for transmission. In some embodiments, the first motor output shaft 201 may be provided with a first motor gear 203. The first motor gear 203 is meshed with the transmission member 11 for transmission. By meshing the first motor output shaft 201 with the transmission member 11, the transmission of power from the first motor output shaft 201 to the transmission member 11 can be realized, and the transmission of power from the transmission member 11 to the first motor output shaft 201 can be realized.

[0084] 1, the first motor output shaft 201 is parallel to the engine output shaft 301. In this manner, the first motor 200 and the engine 300 can be conveniently positioned and interference between the first motor 200 and the engine 300 can be avoided.

[0085] In some embodiments of the present disclosure as shown in FIG. 1, the powertrain system 1000 may further include a third motor 500 (i.e., the third motor 500 of the previous embodiment). The third motor 500 is configured to output power to a second driving end. The second driving end may be the other of the front wheels 2000 and the rear wheels 3000 of the vehicle 6000. When the first driving end is the front wheels 2000, the second driving end is the rear wheels 3000, and when the first driving end is the rear wheels 3000, the second driving end is the front wheels 2000. The powertrain system 1000 may further include a transmission 400. The transmission 400 is connected between the third motor 500 and the rear differential 900 of the rear axle wheels. The third motor 500 outputs power to the rear wheels 3000 through the transmission 400. In some embodiments as shown in FIG. 1 , the transmission 400 includes a transmission input gear 401 and a transmission output gear 402. The transmission input gear 401 is drivingly connected to the transmission output gear 402. The transmission input gear 401 is fixedly connected to a second motor output shaft 501 of the third motor 500. The rear differential 900 has a second gear 901. The transmission output gear 402 is meshed with the second gear 901 for transmission. In some embodiments, the transmission 400 further includes a transmission drive gear 403. The transmission drive gear 403 and the transmission output gear 402 are mounted on the same connecting shaft. The transmission drive gear 403 is meshed with the transmission input gear 401. The transmission output gear 402 is meshed with the second gear 901 for transmission.

[0086] The third motor 500 is electrically connected to the energy storage unit 800. The energy storage unit 800 can supply power to the third motor 500 to operate the third motor 500. During operation of the third motor 500, the second motor output shaft 501 of the third motor 500 drives the transmission input gear 401 to rotate. When the transmission input gear 401 rotates, the transmission drive gear 403 is driven to rotate, and the transmission drive gear 403 drives the transmission output gear 402 to rotate. When the transmission output gear 402 rotates, the second gear 901 is driven to rotate and outputs power to the rear differential 900. The power is output to the rear wheels 3000 by the rear differential 900 to drive and rotate the rear wheels 3000.

[0087] In some embodiments of the present disclosure, the powertrain system 1000 further includes a second simultaneous driving and generating mode, in which the first motor 200 outputs power to a first driving end via the converter 10, the third motor 500 outputs power to a second driving end, and the second motor 5000 is driven by the engine 300 to generate electricity.

[0088] In some embodiments of the present disclosure, in the first simultaneous operation and power generation mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the engine 300 and the first motor 200 rotate, and the power of the engine 300 is transmitted to the second motor 5000 to drive the second motor 5000 to generate electricity, and the power of the first motor 200 is transmitted sequentially through the transmission member 11 and the second housing 161 to the second transmission part 162, thereby transmitting it to the first traveling end.

[0089] In some embodiments of the present disclosure, the powertrain system 1000 further has a second simultaneous driving and generating mode. In the second simultaneous driving and generating mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the third motor 500 rotates, and the power output of the third motor 500 is transmitted to the transmission connected to the second traveling end and thereby transmitted to the second traveling end, the first motor 200 rotates, and the power of the first motor 200 is transmitted to the second transmission part 162 through the transmission member 11 and the second housing 161 in sequence and thereby transmitted to the first traveling end, the engine 300 rotates, and the power of the engine 300 is transmitted to the second motor 5000, causing the second motor 5000 to generate electricity.

[0090] In some embodiments of the present disclosure, the powertrain system 1000 further has a third simultaneous operation and power generation mode. In the third simultaneous operation and power generation mode, the first housing 151 is connected to the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the engine 300 and the first motor 200 rotate, and the power of the engine 300 is transmitted to the second motor 5000 to drive the second motor 5000 to generate electricity, and the power of the first motor 200 is transmitted to the second transmission part 162 through the transmission member 11 and the second housing 161 in sequence. and thereby transmitted to the first traveling end, the third motor 300 rotates, the power of the third motor 300 is output to the transmission connected to the second traveling end, and thereby transmitted to the second traveling end, and the power of the engine 300 is transmitted sequentially through the first transmission part 152, the first housing 151, the transmission member 11, and the second housing 161 to the second transmission part 162, and thereby transmitted to the first traveling end.

[0091] In some embodiments of the present disclosure, the powertrain system 1000 further includes a first engine starting mode, in which the first housing 151 is connected to the first transmission part 152, the second housing 161 is disconnected from the second transmission part 162, the first motor 200 rotates, and the power output by the first motor 200 passes through the transmission member 11, the first housing 151, and the first transmission part 152 in sequence to drive and start the engine 300.

[0092] In some embodiments of the present disclosure, the powertrain system 1000 further has a second engine start mode. In the second engine start mode, the first housing 151 is connected to the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the first motor 200 rotates, and the power output by the first motor 200 passes through the transmission member 11, the first housing 151, and the first transmission part 152 in sequence to drive and start the engine 300, and the power output by the first motor 200 passes through the transmission member 11, the second housing 161, and the second transmission part 162 in sequence to be transmitted to the first traveling end.

[0093] In some embodiments of the present disclosure, the powertrain system 1000 further includes a third engine starting mode, in which the second motor 5000 rotates and the power output by the second motor 5000 is transmitted to the engine 300 to drive and start the engine 300.

[0094] In some embodiments of the present disclosure, the powertrain system 1000 further has a first power generation mode. In the first power generation mode, the second housing 161 is disconnected from the second transmission part 162, the first housing 151 is connected to the first transmission part 152, the engine 300 rotates, and the power output by the engine 300 is transmitted to the first motor 200 through the first transmission part 152, the first housing 151, and the transmission member 11 in sequence to drive the first motor 200 to generate electricity.

[0095] In some embodiments of the present disclosure, the powertrain system 1000 further has a second power generation mode. In the second power generation mode, the first housing 151 is connected to the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the engine 300 rotates, and the power output by the engine 300 is transmitted to the first motor 200 through the first transmission part 152, the first housing 151, and the transmission member 11 in sequence, and drives the first motor 200 to generate electricity, and the power of the engine 300 is transmitted to the second transmission part 162 through the first transmission part 152, the first housing 151, the transmission member 11, and the second housing 161 in sequence, thereby being transmitted to the first traveling end.

[0096] In some embodiments of the present disclosure, the powertrain system 1000 further has a third power generation mode, in which the first housing 151 is disconnected from the first transmission portion 152, the engine 300 rotates, and the power of the engine 300 is transmitted to the second motor 5000 to cause the second motor 5000 to generate electricity.

[0097] In some embodiments of the present disclosure, the powertrain system 1000 further has a fourth power generation mode. In the fourth power generation mode, the second housing 161 is disconnected from the second transmission part 162, the first housing 151 is connected to the first transmission part 152, the engine 300 rotates, and the power of the engine 300 is transmitted to the second motor 5000 to cause the second motor 5000 to generate electricity, and the power output by the engine 300 is transmitted to the first motor 200 through the first transmission part 152, the first housing 151, and the transmission member 11 in sequence, and drives the first motor 200 to generate electricity.

[0098] In some embodiments of the present disclosure, the powertrain system 1000 further has a first energy feedback mode. In the first energy feedback mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, and the power of the first traveling end is output to the first motor 200 through the second transmission part 162, the second housing 161, and the transmission member 11 in sequence to drive the first motor 200 to generate electricity.

[0099] In some embodiments of the present disclosure, the powertrain system 1000 further has a second energy feedback mode. In the second energy feedback mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is disconnected from the second transmission part 162, and the power of the second traveling end is output to the third motor 500 through a transmission connected to the second traveling end, thereby driving the third motor 500 to generate electricity.

[0100] In some embodiments of the present disclosure, the powertrain system 1000 further has a third energy feedback mode. In the third energy feedback mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, and the power of the first traveling end is output to the first motor 200 through the second transmission part 162, the second housing 161, and the transmission member 11 in sequence to drive the first motor 200 to generate electricity, and the power of the second traveling end is output to the third motor 500 through the transmission to drive the third motor 500 to generate electricity.

[0101] In some embodiments of the present disclosure, the powertrain system 1000 further has a first pure electric operation mode. In the first pure electric operation mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the first motor 200 rotates, and the power of the first motor 200 is transmitted to the second transmission part 162 through the transmission member 11 and the second housing 161 in sequence, and thereby transmitted to the first traveling end.

[0102] In some embodiments of the present disclosure, the powertrain system 1000 further includes a second pure electric operating mode, in which the first housing 151 is disconnected from the first transmission portion 152, the second housing 161 is disconnected from the second transmission portion 162, the third motor 500 rotates, and power output by the third motor 500 is transmitted to the transmission and thereby to the second driving end.

[0103] In some embodiments of the present disclosure, the powertrain system 1000 further has a third pure electric operation mode. In the third pure electric operation mode, the first housing 151 is disconnected from the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the third motor 500 rotates, and the power output by the third motor 500 is transmitted to the transmission and thereby to the second traveling end, and the first motor 200 rotates, and the power of the first motor 200 is transmitted to the second transmission part 162 through the transmission member 11 and the second housing 161 in sequence and thereby to the first traveling end.

[0104] In some embodiments of the present disclosure, the powertrain system 1000 further has a first hybrid driving mode. In the first hybrid driving mode, the first housing 151 is connected to the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the engine 300 and the first motor 200 rotate, and the power of the engine 300 is transmitted to the second transmission part 162 through the first transmission part 152, the first housing 151, the transmission member 11, and the second housing 161 in sequence, thereby being transmitted to the first traveling end,

[0105] The power of the first motor 200 is transmitted through the transmission member 11 and the second housing 161 in this order to the second transmission part 162, and thereby to the first traveling end.

[0106] In some embodiments of the present disclosure, the powertrain system 1000 further has a second hybrid driving mode. In the second hybrid driving mode, the first housing 151 is connected to the first transmission part 152, the second housing 152 is connected to the second transmission part 162, the engine 300 rotates, and the power of the engine 300 is transmitted to the second transmission part 162 through the first transmission part 152, the first housing 151, the transmission member 11, and the second housing 161 in sequence, thereby being transmitted to the first traveling end,

[0107] The third motor 500 rotates, and the power of the third motor 500 is output to the transmission, which transmits the power to the second traveling end.

[0108] In some embodiments of the present disclosure, the powertrain system 1000 further has a third hybrid driving mode. In the third hybrid driving mode, the first housing 151 is connected to the first transmission part 152, the second housing 161 is connected to the second transmission part 162, the engine 300 and the first motor 200 rotate, and the power of the engine 300 is transmitted to the second transmission part 162 through the first transmission part 152, the first housing 151, the transmission member 11, and the second housing 161 in sequence, thereby being transmitted to the first traveling end, and the first motor The power of engine 200 is transmitted sequentially through transmission member 11 and second housing 161 to second transmission part 162, thereby transmitted to the first traveling end, third motor 500 rotates, the power of third motor 500 is output to the transmission, thereby transmitted to the second traveling end, and the power of engine 300 is transmitted to second motor 5000, causing second motor 5000 to generate electricity, thereby improving the electrical holding performance.

[0109] In some embodiments of the present disclosure as shown in FIG. 1 and FIG. 4, the powertrain system 1000 may further include a reverse gear 700. In the rear-to-front direction of the vehicle 6000, the engine 300 is disposed on the right side of the conversion device 10. The second clutch 16 is drivingly connected to the front wheels 2000 by the reverse gear 700, so that when the engine 300 outputs power at the traveling end, the rotation direction of the engine output shaft 301 is the same as the rotation direction of the front wheels 2000. Since the rotation direction of the engine output shaft 301 of the engine 300 does not change, when the engine 300 is disposed on the right side of the conversion device 10, if the reverse gear 700 is not disposed between the second clutch 16 and the front wheels 2000, the rotation direction of the engine output shaft 301 will be opposite to the rotation direction of the front wheels 2000 when the engine 300 outputs power at the traveling end. Therefore, when power is output to the front wheels 2000, the front wheels 2000 rotate toward the rear of the vehicle 6000, and thus the vehicle 6000 cannot move forward. In the present disclosure, the second clutch 16 is drivingly connected to the front wheels 2000 by the reverse gear 700. Due to the reversal by the reverse gear 700, when the engine 300 outputs power to the front wheels 2000, the rotation direction of the engine output shaft 301 becomes the same as that of the front wheels 2000, thereby driving the vehicle 6000 to move forward, thereby ensuring the normal operation of the vehicle 6000.

[0110] In some embodiments of the present disclosure, such as shown in Figures 1 and 4, the powertrain system 1000 may further include a reversing shaft 701. The reversing gear 700 is attached to the reversing shaft 701. The reversing shaft 701 is attached to a housing of the powertrain system 1000 by a reversing bearing 702. In one embodiment, one end of the reversing shaft 701 is attached to a housing of the powertrain system 1000 by a reversing bearing 702, and the other end of the reversing shaft 701 is arranged to be suspended. In this manner, the axial and radial dimensions of the powertrain system 1000 can be reduced.

[0111] In some embodiments of the present disclosure, as shown in FIG. 4, the first motor gear 203 of the first motor output shaft 201 and the transmission member 11 have a first intermediate gear 202 meshed therebetween, which may be understood as the first intermediate gear 202 being meshed between the first motor gear 203 and the transmission member 11. In one embodiment, the first intermediate gear 202 is rotatably mounted to the housing. The first intermediate gear 202 transmits power between the first motor output shaft 201 and the transmission member 11. Unlike the embodiment of FIG. 1, in this embodiment, the first motor gear 203 and the transmission member 11 have an intermediate gear 202 meshed therebetween.

[0112] In some embodiments of the present disclosure as shown in FIG. 5, the second clutch 16 is drivingly connected to the running end differential (i.e., the front differential 600) by a bevel gear. As shown in FIG. 5, the axial direction of the conversion device 10 extends in a front-to-rear direction of the vehicle 6000, and the support shaft 14 extends in a front-to-rear direction of the vehicle 6000. In one embodiment, the engine 300 is disposed at the front side of the conversion device 10 in the rear-to-front direction of the vehicle 6000, and the engine output shaft 301 extends in a front-to-rear direction of the vehicle 6000. In one embodiment, the running end front differential 600 has a first bevel gear 602, and the second clutch 16 is provided with a second bevel gear 165. The second transmission portion 162 of the second clutch 16 is provided with a second bevel gear 165. The first bevel gear 602 is meshed with the second bevel gear 165 for transmission to change the transmission direction of the power. In this embodiment, the power is output toward the conversion device 10 in the front-rear direction of the vehicle 6000. By meshing the first bevel gear 602 with the second bevel gear 165 for transmission, the transmission direction of the power may be changed after the power is transmitted to the first bevel gear 602. In this way, the power is transmitted to the front wheels 2000 in the width direction of the vehicle 6000, thereby ensuring the normal operation of the vehicle 6000.

[0113] It should be noted that the conversion device 10, the first motor 200, and the engine 300 are mechanically connected to form a front power assembly. The front power assembly can drive and rotate the front wheels 2000. The transmission 400, the third motor 500, and the rear differential 900 are mechanically connected to form a rear electric assembly. The rear electric assembly can drive and rotate the rear wheels 3000. The energy storage unit 800 is electrically connected to both the first motor 200 and the third motor 500.

[0114] 1, a powertrain system 1000 is installed in a vehicle 6000 to realize multiple functions of the vehicle 6000. A detailed description is given as follows.

[0115] A function of starting the engine 300 when the first motor 200 is in an unloaded state: In this function state, the second transmission part 162 is disconnected from the second housing 161, and the first motor 200 is in a stationary state. The energy storage unit 800 starts to supply power to the first motor 200, causing the first motor 200 to start working from a stationary state. Then, the first transmission part 152 is connected with the first housing 151 to transmit power to the engine 300 through the first motor gear 203, the transmission member 11, the first housing 151, and the first transmission part 152, thereby dragging the engine 300 to start and ignite.

[0116] Function of starting the engine 300 when the first motor 200 is in a loaded state: in this function state, the second housing 161 is connected with the second transmission part 162, the energy storage unit 800 supplies power to the first motor 200, the first motor 200 is in a loaded operating state, and the first transmission part 152 forms a sliding friction connection with the first housing 151 and starts to transmit power to the engine 300 by the first transmission part 152, thereby dragging the engine 300 to start and ignite.

[0117] Function of generating electricity when engine 300 is connected in series: In this function state, the engine 300 is in an operating state after ignition, the second transmission part 162 is disconnected from the second housing 161, the first housing 151 begins to form a connection with the first transmission part 152, and the engine 300 transmits power to the first motor 200 via the first transmission part 152, the first housing 151, the transmission member 11, and the first motor gear 203, and the first motor 200 runs, generates electricity, and supplies electrical energy to the energy storage unit 800 and / or the third motor 500.

[0118] Function of generating electricity when engine 300 is connected in parallel: in this functional state, the engine 300 is in an operating state after ignition, the first housing 151 is connected to the first transmission part 152, the second transmission part 162 is connected to the second housing 161, the engine 300 drives and operates the vehicle 6000, drags and rotates the first motor 200, the first motor 200 enters generator mode, and the engine 300 drives the first motor 200 to generate electricity and supply electrical energy to the energy storage unit 800 and / or the third motor 500.

[0119] Function of reusing braking energy by the third motor 500 while driving: In this function state, the second transmission part 162 is disconnected from the second housing 161, the first transmission part 152 is disconnected from the first housing 151, and the vehicle 6000 transmits power to the third motor 500 by the rear axle wheels (i.e., rear drive shafts), the rear differential 900, and the transmission 400, and the third motor 500 operates, generates electricity, and supplies electrical energy to the energy storage unit 800 and / or the first motor 200. This function is suitable for medium and small braking conditions.

[0120] A function of jointly reusing braking energy by the first motor 200 and the third motor 500 during running: in this function state, the second transmission part 162 is connected to the second housing 161, the first transmission part 152 is disconnected from the first housing 151, the vehicle 6000 transmits power to the third motor 500 by the rear axle wheels (i.e., rear transmission shafts), the rear differential 900, and the transmission 400, and the power is transmitted to the first motor 200 by the front axle wheels (i.e., front transmission shafts), the front differential 600, and the conversion device 10, and the first motor 200 and the third motor 500 work together to generate electricity and supply the electric energy to the energy storage unit 800. This function is applicable to medium and large-scale braking conditions.

[0121] After the powertrain system 1000 is installed in the vehicle 6000, various driving modes of the vehicle 6000 can be realized. Specific implementations are as follows.

[0122] Electric vehicle (EV) front wheel driving mode: In this mode, the second transmission part 162 is connected with the second housing 161, the first transmission part 152 is disconnected from the first housing 151, the energy storage unit 800 supplies power to the first motor 200, the first motor 200 operates, and transmits power to the front wheels 2000 through the first motor gear 203, the transmission member 11, the second housing 161, the second transmission part 162, the first output gear 13, the reverse gear 700, the first gear 601, the front differential 600, and the front transmission shaft, to drag and operate the vehicle.

[0123] EV rear-wheel driving mode: In this mode, the second transmission part 162 is disconnected from the second housing 161, the first transmission part 152 is disconnected from the first housing 151, the energy storage unit 800 supplies power to the third motor 500, and the third motor 500 operates to transmit power to the rear wheels 3000 via the transmission 400, the rear differential 900, the second gear 901, and the rear transmission shaft, to drag and operate the vehicle.

[0124] EV 4-wheel driving mode 1 (normal operating state): In this mode, the second transmission part 162 is connected to the second housing 161, the first transmission part 152 is disconnected from the first housing 151, the energy storage unit 800 supplies power to the third motor 500, the third motor 500 operates, and the first motor gear 203, the transmission member 11, the second housing 161, the second transmission part 162, the first output gear 13, the reverse gear 700, the first gear 601, the front differential 600, and the front transmission shaft transmit power to the front wheels 2000, and the energy storage unit 800 simultaneously supplies power to the third motor 500, which operates to transmit power to the rear wheels 3000 through the transmission 400, the rear differential 900, the second gear 901, and the rear transmission shaft, and the first motor 200 and the third motor 500 operate together to drag and move the vehicle.

[0125] EV 4-wheel driving mode 2 (power holding state): In this mode, the second transmission part 162 is connected to the second housing 161, the first transmission part 152 is disconnected from the first housing 151, the energy storage unit 800 supplies power to the first motor 200, the first motor 200 operates, and the first motor gear 203, the transmission member 11, the second housing 161, the second transmission part 162, the first output gear 13, the reverse gear 700, the first gear 601, the front differential 600, and the front transmission shaft transmit power to the front wheels 2000, and the energy storage unit 800 simultaneously supplies power to the third motor 500, which operates and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900, the second gear 901, and the rear transmission shaft, and the first motor 200 and the third motor 500 operate together to drag and move the vehicle. In addition, the engine 300 is in an operating state, which drives the second motor 5000 to generate electricity and supply electric energy to the first motor 200, thereby reducing the discharge output of the energy storage unit 800.

[0126] HEV front wheel driving mode: In this mode, the engine 300 is in working state after ignition, the second transmission part 162 is connected with the second housing 161, the first transmission part 152 is connected with the first housing 151, and the engine 300 transmits power to the front wheels 2000 through the first transmission part 152, the first housing 151, the second transmission part 162, the first output gear 13, the reverse gear 700, the first gear 601, the front differential 600, and the front transmission shaft to drag and operate the vehicle. When the power is insufficient, the energy storage unit 800 supplies power to the first motor 200 to help the engine 300 drive and operate the vehicle. When the power is abundant, the first motor 200 generates electricity and supplies electric energy to the energy storage unit 800.

[0127] Hybrid electric vehicle (HEV) rear wheel driving mode: In this mode, the engine 300 is in an operating state after ignition, the second transmission part 162 is disconnected from the second housing 161, the first housing 151 is connected with the first transmission part 152, the engine 300 transmits power to the first motor 200 through the first transmission part 152, the first housing 151, the transmission member 11, and the first motor gear 203, the first motor 200 operates, generates electricity, and supplies the electric energy to the third motor 500, the third motor 500 operates, and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900, and the rear transmission shaft to drag and operate the vehicle. When the power is insufficient, the energy storage unit 800 supplements the power to the third motor 500 to help drive the vehicle. When power is plentiful, the first motor 200 provides excess electrical energy to the energy storage unit 800 .

[0128] HEV 4-wheel driving mode: in this mode, the engine 300 is in an operating state after ignition, the second transmission part 162 is connected with the second housing 161, the first transmission part 152 is connected with the first housing 151, the engine 300200 transmits power to the front wheels 2000 through the first transmission part 152, the first housing 151, the second transmission part 162, the first output gear 13, the reverse gear 700, the first gear 601, the front differential 600, and the front transmission shaft to make the vehicle drag and run, the energy storage unit 800 supplies power to the third motor 500, the third motor 500 operates, and transmits power to the rear wheels 3000 through the transmission 400, the rear differential 900, and the rear transmission shaft to make the vehicle drag and run. When power is insufficient, the energy storage unit 800 provides power to the first motor 200 to help drive and operate the vehicle. When power is abundant, the first motor 200 generates electricity and provides electrical energy to the energy storage unit 800.

[0129] It should be noted that the data parameters, such as the type of engine 300 (self-priming or supercharged, etc.), the performance parameters of engine 300 (displacement, power, and torque, etc.), and the size parameters of engine 300 are appropriately selected based on the actual situation. The types, performance parameters, and size parameters of first motor 200 and third motor 500 may be appropriately selected based on the actual situation.

[0130] 6, a vehicle 6000 in the embodiment of the present disclosure includes the powertrain system 1000 of the above-described embodiment. The second motor 5000 generates electricity to supplement the power of the vehicle 6000, thereby preventing a power shortage of the vehicle 6000, thereby effectively avoiding an impact on the use of the pure electric driving mode of the vehicle 6000.

[0131] In the description herein, a description provided using terms such as "one embodiment," "some embodiments," "exemplary embodiments," "one example," "specific example," or "some examples" means that the particular feature, structure, material, or characteristic described with reference to that embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, exemplary descriptions of the aforementioned terms do not necessarily refer to the same embodiment or example. In addition, the particular features, structures, materials, or characteristics described may be combined as appropriate in any one or more embodiments or examples.

[0132] Although embodiments of the present disclosure have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and variations can be made to the embodiments without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is as defined by the appended claims and their equivalents.

Claims

1. A powertrain system (1000), comprising: The present invention comprises a conversion device (10), a first motor (200), a second motor (5000), and an engine (300), At least one of the first motor (200) and the engine (300) is configured to selectively output power to a first traveling end via the conversion device (10); the engine (300) is configured to selectively output the power to the first motor (200) via the conversion device (10) to drive the first motor (200) to generate electricity; the second motor (5000) is drivingly connected to the engine (300) such that the powertrain system (1000) has a first simultaneous driving and generating mode; In the first simultaneous driving and power generation mode, the first motor (200) outputs the power to the first driving end via the conversion device (10), and the second motor (5000) is driven by the engine (300) to generate electricity, a powertrain system (1000).

2. The powertrain system (1000) of claim 1, wherein the second motor (5000) is disposed on the engine (300).

3. The powertrain system (1000) of claim 1 or 2, wherein an engine output shaft (301) of the engine (300) is parallel to a second motor output shaft (2031) of the second motor (5000).

4. A powertrain system (1000) as described in any one of claims 1 to 3, wherein an engine output shaft (301) of the engine (300) is drivingly connected to a second motor output shaft (2031) of the second motor (5000) by a belt pulley.

5. a third motor (500) configured to output power to the second travel end; The powertrain system (1000) of any of claims 1 to 4, further comprising:

6. 6. The powertrain system (1000) of claim 5, wherein the powertrain system (1000) has a second simultaneous driving and generating mode, in which the first motor (200) outputs the power to the first driving end via the conversion device (10), the third motor (500) outputs the power to the second driving end, and the second motor (5000) is driven by the engine (300) to generate electricity.

7. The conversion device (10) The present invention comprises a first clutch (15), a second clutch (16), and a transmission member (11), the first clutch (15) and the second clutch (16) being connected to the transmission member (11), The first motor (200) is drivingly connected to the transmission member (11); the engine (300) is connected to the first clutch (15) to selectively output the power from the engine (300) to the first motor (200); The powertrain system (1000) of claim 5 or 6, wherein the second clutch (16) is connected between the transmission member (11) and the first traveling end to selectively connect the transmission member (11) to the first traveling end.

8. 8. The powertrain system (1000) of claim 7, wherein the first clutch (15) and the second clutch (16) are arranged on either axial side of the transmission member (11), the first clutch (15) being arranged on a side of the transmission member (11) closer to the engine (300), and the second clutch (16) being arranged on a side of the transmission member (11) opposite the engine (300).

9. the first clutch (15) comprises a first housing (151) and a first transmission part (152), the first housing (151) is fixedly connected to the transmission member (11), the first transmission part (152) is connected to the engine (300), and the first transmission part (152) is selectively connected to the first housing (151) by a clutch plate; 8. The powertrain system (1000) of claim 7, wherein the second clutch (16) comprises a second housing (161) and a second transmission portion (162), the second housing (161) being fixedly connected to the transmission member (11), and the second transmission portion (162) being selectively connected to the second housing (161) by a clutch plate.

10. 10. The powertrain system (1000) of claim 1, further comprising an energy storage unit (800), the energy storage unit (800) being electrically connected to the first motor (200) and the second motor (5000).

11. In the first simultaneous operation and power generation mode, the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is connected to the second transmission part (162), and the engine (300) and the first motor (200) rotate; The power of the engine (300) is transmitted to the second motor (5000) to drive the second motor (5000) to generate electricity; The powertrain system (1000) of claim 9, wherein the power of the first motor (200) is transmitted sequentially through the transmission member (11) and the second housing (161) to the second transmission part (162), and thereby to the first traveling end.

12. the powertrain system further has a second simultaneous operation and power generation mode, in which the first housing (151) is disconnected from the first transmission part (152) and the second housing (161) is connected to the second transmission part (162); The third motor (500) rotates, and the power of the third motor (500) is output to a transmission connected to the second traveling end, and thereby transmitted to the second traveling end; The first motor (200) rotates, and the power of the first motor (200) is transmitted to the second transmission part (162) through the transmission member (11) and the second housing (161) in sequence, and thereby transmitted to the first traveling end; The engine (300) rotates, and the power of the engine (300) is transmitted to the second motor (5000) to cause the second motor (5000) to generate electricity; the powertrain system further has a third simultaneous operation and power generation mode, in which the first housing (151) is connected to the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the engine (300) and the first motor (200) rotate, The power of the engine (300) is transmitted to the second motor (5000) to drive the second motor (5000) to generate electricity, and the power of the engine (300) is transmitted to the second transmission part (162) through the first transmission part (152), the first casing (151), the transmission member (11), and the second casing (161) in this order, and thereby transmitted to the first traveling end; The power of the first motor (200) is transmitted to the second transmission part (162) through the transmission member (11) and the second housing (161) in sequence, and thereby transmitted to the first traveling end; The powertrain system (1000) of claim 9, wherein the third motor (300) rotates and the power of the third motor (300) is output to a transmission connected to the second traveling end, thereby transmitting the power to the second traveling end.

13. the powertrain system (1000) has a first engine starting mode, in which the first housing (151) is connected to the first transmission part (152), the second housing (161) is disconnected from the second transmission part (162), the first motor (200) rotates, and the power output by the first motor (200) passes through the transmission member (11), the first housing (151), and the first transmission part (152) in sequence to drive and start the engine (300); the powertrain system (1000) further has a second engine start mode, in which, in the second engine start mode, the first housing (151) is connected to the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the first motor (200) rotates, and the power output by the first motor (200) passes through the transmission member (11), the first housing (151), and the first transmission part (152) in sequence to drive and start the engine (300), and the power output by the first motor (200) is transmitted to the first traveling end in sequence through the transmission member (11), the second housing (161), and the second transmission part (162); The powertrain system (1000) of claim 9, further comprising a third engine starting mode, in which the second motor (5000) rotates and the power output by the second motor (5000) is transmitted to the engine (300) to drive and start the engine (300).

14. the powertrain system further has a first power generation mode, in which the second housing (161) is disconnected from the second transmission part (162), the first housing (151) is connected to the first transmission part (152), the engine (300) rotates, and the power output by the engine (300) is transmitted to the first motor (200) through the first transmission part (152), the first housing (151), and the transmission member (11) in sequence, and drives the first motor (200) to generate electricity; the powertrain system further has a second power generation mode, in which in the second power generation mode, the first housing (151) is connected to the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the engine (300) rotates, the power output by the engine (300) is transmitted to the first motor (200) through the first transmission part (152), the first housing (151), and the transmission member (11) in sequence, and drives the first motor (200) to generate electricity, the power of the engine (300) is transmitted to the second transmission part (162) through the first transmission part (152), the first housing (151), the transmission member (11), and the second housing (161) in sequence, and thereby transmitted to the first traveling end; the powertrain system further has a third power generation mode, in which the first housing (151) is disconnected from the first transmission part (152), the engine (300) rotates, and the power of the engine (300) is transmitted to the second motor (5000), thereby causing the second motor (5000) to generate electricity; 10. The powertrain system (1000) of claim 9, further comprising a fourth power generation mode, wherein in the fourth power generation mode, the second housing (161) is disconnected from the second transmission part (162), the first housing (151) is connected to the first transmission part (152), the engine (300) rotates, and the power of the engine (300) is transmitted to the second motor (5000), thereby causing the second motor (5000) to generate electricity, and the power output by the engine (300) is transmitted to the first motor (200) sequentially through the first transmission part (152), the first housing (151), and the transmission member (11), and drives the first motor (200) to generate electricity.

15. the powertrain system further has a first energy feedback mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is connected to the second transmission part (162), and the power of the first traveling end is output to the first motor (200) through the second transmission part (162), the second housing (161), and the transmission member (11) in sequence, thereby driving the first motor (200) to generate electricity; the powertrain system further has a second energy feedback mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is disconnected from the second transmission part (162), and the power of the second traveling end is output to the third motor (500) through a transmission connected to the second traveling end, thereby driving the third motor (500) to generate electricity; the powertrain system further has a third energy feedback mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is connected to the second transmission part (162), and the power of the first traveling end is output to the first motor (200) through the second transmission part (162), the second housing (161), and the transmission member (11) in sequence, thereby driving the first motor (200) to generate electricity; 10. The powertrain system (1000) of claim 9, wherein the power of the second travel end is output through the transmission to the third motor (500), thereby driving the third motor (500) to generate electricity.

16. the powertrain system further has a first pure electric operation mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the first motor (200) rotates, and the power of the first motor (200) is transmitted to the second transmission part (162) through a transmission member (11) and the second housing (161) in sequence, and thereby transmitted to the first traveling end; the powertrain system further has a second pure electric operating mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is disconnected from the second transmission part (162), the third motor (500) rotates, and the power output by the third motor (500) is transmitted to the transmission and thereby to the second traveling end; 10. The powertrain system (1000) of claim 9, wherein the powertrain system further has a third pure electric operating mode, in which the first housing (151) is disconnected from the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the third motor (500) rotates, and the power output by the third motor (500) is transmitted to the transmission and thereby to the second traveling end, and the first motor (200) rotates, and the power of the first motor (200) is transmitted sequentially through the transmission member (11) and the second housing (161) to the second transmission part (162), and thereby to the first traveling end.

17. the powertrain system further has a first hybrid driving mode, in which the first housing (151) is connected to the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the engine (300) and the first motor (200) rotate, and the power of the engine (300) is transmitted to the second transmission part (162) through the first transmission part (152), the first housing (151), the transmission member (11), and the second housing (161) in sequence, thereby being transmitted to the first traveling end; The power of the first motor (200) is transmitted to the second transmission part (162) through the transmission member (11) and the second housing (161) in sequence, and thereby transmitted to the first traveling end; the powertrain system further has a second hybrid driving mode, in which the first housing (151) is connected to the first transmission part (152), the second housing (152) is connected to the second transmission part (162), the engine (300) rotates, and the power of the engine (300) is transmitted to the second transmission part (162) through the first transmission part (152), the first housing (151), the transmission member (11), and the second housing (161) in sequence, thereby being transmitted to the first traveling end; The third motor (300) rotates, and the power of the third motor (300) is output to the transmission and thereby transmitted to the second traveling end; the powertrain system further has a third hybrid driving mode, in which the first housing (151) is connected to the first transmission part (152), the second housing (161) is connected to the second transmission part (162), the engine (300) and the first motor (200) rotate, and the power of the engine (300) is transmitted to the second transmission part (162) through the first transmission part (152), the first housing (151), the transmission member (11), and the second housing (161) in sequence, thereby being transmitted to the first traveling end; The power of the first motor (200) is transmitted to the second transmission part (162) through the transmission member (11) and the second housing (161) in sequence, and thereby transmitted to the first traveling end; 10. The powertrain system (1000) of claim 9, wherein the third motor (300) rotates and power of the third motor (300) is output to the transmission and thereby transmitted to the second traveling end.

18. A vehicle (6000) comprising a powertrain system (1000) according to any one of claims 1 to 17.

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