Hybrid powertrain and vehicle

Abstract

A hybrid power train and a vehicle are provided. The hybrid power train includes a first electric machine, an engine, a main shaft, a clutch assembly, a second electric machine, and a power battery. One end of the main shaft is connected to the output shaft of the engine, and the other end of the main shaft is selectively connected to the electric machine shaft of the first electric machine via the clutch assembly. The first electric machine is configured to selectively output power to a first wheel end via the clutch assembly. The second electric machine includes a rotor and a stator, the rotor is configured to rotate relative to the stator, and the rotor is fixedly connected to the main shaft. The first electric machine and the second electric machine are connected to the power battery.

Description

Technical Field

[0001] Cross - reference to Related Applications This application claims the priority of Chinese Patent Application No. 202221359680.2, filed on May 31, 2022. The entire content of the above application is incorporated herein by reference.

[0002] Technical Field The present disclosure relates to the field of vehicles, and more particularly, to a hybrid powertrain and a vehicle.

Background Art

[0003] In the prior art, the existing hybrid powertrain of a vehicle includes an electric machine and an engine. The electric machine and the engine are configured to perform driving. The power retention performance of the whole system is insufficient.

Summary of the Invention

Means for Solving the Problems

[0004] The present disclosure aims to solve at least one of the technical problems existing in the prior art. Therefore, the present disclosure provides a hybrid powertrain having a compact structure, multiple realizable functions, and relatively rich driving modes.

[0005] A hybrid powertrain in an example of the present disclosure includes: a first electromachine and engine; a spindle, one end of which is connected to the output shaft of the engine; a clutch assembly, the other end of which is selectively connected to the electromachine shaft of the first electromachine via the clutch assembly, and configured such that the first electromachine selectively outputs power to a first wheel end via the clutch assembly; a second electromachine, the second electromachine including a rotor and a stator, the rotor configured to rotate relative to the stator, the rotor fixedly connected to the spindle, and as a result configured such that the engine drives the second electromachine to generate power; and a power battery, to which the first electromachine and the second electromachine are connected.

[0006] According to the hybrid powertrain in this example of the present disclosure, a combination of multiple electromechanical units is arranged, and power is distributed and transmitted within the hybrid powertrain by a clutch assembly to realize different operating modes of the hybrid powertrain and help enhance the driving function. In addition, when the engine and the first electromechanical unit are operating, the second electromechanical unit can generate power when the engine is running. In this case, the first electromechanical unit is configured to perform driving. In this way, a mode is realized in which driving is performed while power is generated, resulting in relatively good power retention performance.

[0007] In some examples of hybrid powertrains in this disclosure, the clutch assembly includes a first engaging member and a second engaging member. The first engaging member is positioned on the main shaft, and the second engaging member is drivably connected to the electromechanical shaft of a first electromechanical unit. The first and second engaging members selectively engage, and the rotor is fastened to the first engaging member.

[0008] According to some examples of hybrid powertrains in this disclosure, the hybrid powertrain further includes a first gear and a second gear, the first gear being connected to a first engaging member, the second gear being connected to a rotor, and the first gear engaging with the second gear.

[0009] In some examples of hybrid powertrains in this disclosure, the hybrid powertrain further includes a third gear which is drivably connected to the electromechanical shaft of a first electromechanical device, and a second engaging member which is fixedly connected to the third gear.

[0010] According to some examples of hybrid powertrains in this disclosure, the hybrid powertrain further includes a pivot shaft, a third gear is fastened to the pivot shaft and is arranged coaxially with the pivot shaft, and a first engaging member is rotatably sleeved on the pivot shaft.

[0011] In some examples of the hybrid powertrain in this disclosure, the hybrid powertrain further includes a housing, and the clutch assembly and the second electromechanical unit are located inside the housing.

[0012] In some examples of hybrid powertrains in this disclosure, a first engaging member is rotatably sleeved on a pivot shaft via a first bearing, and the pivot shaft is rotatably connected to a housing via a second bearing.

[0013] In some examples of hybrid powertrains in this disclosure, the clutch assembly includes a third engaging member and a fourth engaging member, the third engaging member being drivably connected to the electromechanical shaft of a first electromechanical unit, and the fourth engaging member being drivably connected to the differential of a first wheel end, and the third and fourth engaging members selectively engage.

[0014] In some examples of hybrid powertrains of this disclosure, the hybrid powertrain further includes a fifth gear, the fifth gear being fixedly connected to a fourth engaging member, and the fifth gear being connected to the input terminal of a differential.

[0015] According to some examples of hybrid powertrains in the present disclosure, the hybrid powertrain further includes a fifth gear and a sixth gear, the fifth gear being fixedly connected to a fourth engaging member, the sixth gear being connected to the input terminal of a differential, the fifth gear engaging with the sixth gear, and the sixth gear being a reversing gear.

[0016] In some examples of hybrid powertrains in this disclosure, the first and third engaging members are fixedly connected or formed as a single unit.

[0017] In some examples of hybrid powertrains in this disclosure, the hybrid powertrain further includes a third electromechanism, the third electromechanism being connected to a power battery and configured to output power to a second wheel end.

[0018] This disclosure further provides vehicles.

[0019] The vehicle in this example of the Disclosure includes a hybrid powertrain in any one of the examples of the Disclosure.

[0020] The vehicle's hybrid powertrain offers the same advantages as conventional technology. Details will not be repeated in this specification.

[0021] Further aspects and advantages of this disclosure may be given in part in the following description, partially apparent from the following description, or known from the practice of this disclosure.

[0022] The foregoing and / or additional aspects and advantages of this disclosure will be made clear and understandable in the description of examples made with reference to the following accompanying drawings.

Brief Description of the Drawings

[0023] [Figure 1] It is a schematic structural diagram of a hybrid power train according to some examples of the present disclosure. [Figure 2] It is a partial enlarged view of a hybrid power train according to some examples of the present disclosure. [Figure 3] It is a schematic structural diagram of a hybrid power train according to some other examples of the present disclosure. [Figure 4] It is a schematic structural diagram of a hybrid power train according to still some other examples of the present disclosure. [Figure 5] It is a schematic structural diagram of a vehicle according to an example of the present disclosure.

Description of the Reference Numerals

[0024] Hybrid power train 100; Engine 1, main shaft 11; Clutch assembly 2, first engaging member 21, second engaging member 22, third engaging member 23, fourth engaging member 24; First electromechanical device 31, first electromechanical gear 311, second electromechanical device 32, third electromechanical device 33, second electromechanical gear 331; First gear 41, second gear 42, third gear 43, fifth gear 45, sixth gear 46, reverse shaft 461, seventh gear 47, idler gear shaft 471; First wheel-end differential 51, first output gear 52, second wheel-end differential 53, first drive gear 531, second drive gear 532, second output gear 54; First bearing 61, second bearing 62, support shaft 63; Power battery 71, wheel 72, front drive shaft 73, rear drive shaft 74; Vehicle 1000.

Modes for Carrying Out the Invention

[0025] Examples of this disclosure are described in detail below, and illustrative examples are shown in the accompanying drawings. The same or similar elements, or elements having the same or similar function, are indicated by the same or similar reference numbers throughout this description. The examples described below with reference to the accompanying drawings are illustrative and are used solely to illustrate this disclosure and should not be construed as limitations on this disclosure.

[0026] In the description of this disclosure, orientations or positional relationships indicated by terms such as “center,” “vertical,” “horizontal,” “length,” “width,” “thickness,” “top,” “bottom,” “front,” “back,” “left,” “right,” “perpendicular,” “horizontal,” “upper,” “lower,” “internal,” “external,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” are based on the orientations or positional relationships shown in the accompanying drawings and should be understood to be used solely to facilitate the description and simplification of the description, and not to indicate or imply that the referred device or element must have a particular orientation or must be constructed and operated in a particular orientation. Accordingly, such terms should not be construed as limitations on this disclosure. In addition, features defined by “first” or “second” may explicitly or implicitly include one or more features. In the description of this disclosure, unless otherwise specified, “multiple” means two or more.

[0027] In the descriptions of this disclosure, unless otherwise explicitly specified or defined, terms such as “mount,” “connect,” and “connect” should be understood broadly. For example, a connection may be a fixed connection, a detachable connection, or an integral connection; a connection may be a mechanical connection or an electrical connection; or a connection may be a direct connection, an indirect connection via an intermediate medium, or internal communication between two elements. Those skilled in the art will be able to understand the specific meaning of the aforementioned terms in this disclosure based on the particular circumstances.

[0028] Referring to Figures 1 to 4, a hybrid powertrain 100 in an example of this disclosure is described below. The hybrid powertrain 100 has a compact structural design, multiple feasible functions, and a relatively rich range of operating modes. In addition, the second electromechanism 32 can generate power independently, and the system has a strong power holding capability. The hybrid powertrain 100 may be mounted on a vehicle 1000.

[0029] As shown in Figures 1 to 4, the hybrid powertrain 100 in this example of the present disclosure includes a first electromechanism 31, an engine 1, a main shaft 11, a clutch assembly 2, a second electromechanism 32, and a power battery 71.

[0030] The first electromechanism 31 and the engine 1 provide driving force separately and / or simultaneously for the hybrid powertrain 100. For example, the first electromechanism 31 provides driving force separately to achieve purely electric drive, or the engine 1 provides driving force separately to achieve fuel drive, or the first electromechanism 31 and the engine 1 provide driving force simultaneously to achieve hybrid drive. Thus, the hybrid powertrain 100 can have at least three operating modes.

[0031] One end of the spindle 11 is connected to the output shaft of the engine 1. For example, the output shaft of the engine 1 is fixedly connected to the end of the spindle 11, so that the output shaft of the engine 1 and the end of the spindle 11 rotate synchronously, and the driving force of the engine 1 is output via the spindle 11 to another component in the hybrid powertrain 100. The other end of the spindle 11 is selectively connected to the electromechanical shaft of the first electromechanism 31 via a clutch assembly 2. Specifically, the state of the clutch assembly 2 may be switched so that the other end of the spindle 11 is either disconnected from or connected to the electromechanical shaft of the first electromechanism 31, and the driving force output by the engine 1 is transmitted to the first electromechanism 31 via the clutch assembly 2, or the driving force output by the engine 1 is output to another component. The first electromechanism 31 is configured to selectively output power to the first wheel end via the clutch assembly 2. Specifically, the driving force carried by the clutch assembly 2 may be transmitted to the first wheel end, and the clutch assembly 2 can not only transmit the driving force output by the engine 1 to the first wheel end, but can also transmit the power output by the first electromachine 31 to the first wheel end.

[0032] In other words, the clutch assembly 2 can be configured to output the driving force output by the engine 1 to the first wheel end, as well as to output the driving force output by the first electromechanism 31 to the first wheel end, thereby enabling power transmission between the engine 1 and the first electromechanism 31. That is, the first electromechanism 31 is configured as a motor generator having a driving function and a power generation function, and as a result, the hybrid powertrain 100 has multiple functional modes. The first wheel end may be a front wheel 72 or a rear wheel 72, and as a result, the vehicle 1000 equipped with the hybrid powertrain 100 may be a front-wheel drive vehicle or a rear-wheel drive vehicle.

[0033] The second electromachine 32 includes a rotor and a stator, and when the rotor is configured to rotate relative to the stator, the rotor is configured to rotate relative to the stator to realize the power generation function of the second electromachine 32. That is, the second electromachine 32 is configured as a generator. In addition, the rotor is fixedly connected to the spindle 11, so that the spindle 11 can drive the rotor to rotate in the circumferential direction. Furthermore, when the engine 1 is operating, the spindle 11 can drive the rotor to rotate, so that the rotor is configured to rotate relative to the stator to realize the power generation function, and as a result the hybrid powertrain has a power holding mode. Therefore, the first electromachine 31 and the second electromachine 32 may be configured to generate power. Specifically, the engine 1 may be configured to drive the first electromachine 31 separately to generate power, or to drive the second electromachine 32 separately to generate power, or to drive the first electromachine 31 and the second electromachine 32 to generate power. When the three generator modes are in operation, the engine 1 can further have the function of driving and operating the vehicle 1000. Thus, the number of functional modes of the vehicle 1000 increases, and the driving modes are optimized. In addition, when the engine and the first electromachine are in operation, the second electromachine can generate power when the engine is running. In this case, the first electromachine is configured to perform the drive. In this way, a mode is realized in which the drive is performed while generating power, resulting in relatively good power retention performance.

[0034] The rotor of the second electromechanism 32 is fixedly mounted to the main shaft 11 connected to the engine 1. As a result, the power generation function of the second electromechanism 32 is realized without requiring the driving force output by the engine 1. In the process of the second electromechanism 32 generating power, it passes through the clutch assembly 2, shortening the power path when the second electromechanism 32 generates power, optimizing the power generation mode, improving power generation efficiency, and further improving the system power holding capacity of the hybrid powertrain 100.

[0035] The first electric machine 31 and the second electric machine 32 are connected to a power battery 71. In this disclosure, the first electric machine 31 is configured as a motor generator, and the first electric machine 31 can output the generated electrical energy to the power battery 71 for storage, and the electrical energy in the power battery 71 may be output to the first electric machine 31 to drive the vehicle 1000. In addition, the second electric machine 32 is configured as an ISG electric machine, and as a result, the electrical energy generated by the second electric machine 32 can be output to the power battery 71 for storage. That is, the battery does not need to be located separately for the first electric machine 31 and the second electric machine 32, reducing placement costs.

[0036] According to the hybrid powertrain 100 in this example of the present disclosure, a combination of multiple electromechanical units is arranged, and power is distributed and transmitted within the hybrid powertrain 100 by the clutch assembly 2, which helps to realize different operating modes of the hybrid powertrain 100 and enhance the driving function. In addition, the second electromechanical unit 32 has relatively high power generation efficiency, improved power generation performance and improved power holding performance.

[0037] In some examples, the clutch assembly 2 includes a first engaging member 21 and a second engaging member 22.

[0038] The first engaging member 21 is positioned on the main shaft 11. In other words, the main shaft 11 can transmit power to the first engaging member 21. In addition, the second engaging member 22 is drivably connected to the electromechanical shaft of the first electromachine 31. In other words, power from the second engaging member 22 may be transmitted to the electromechanical shaft of the first electromachine 31. The first engaging member 21 and the second engaging member 22 engage selectively.

[0039] Specifically, when the first electric machine 31 is configured to perform a power generation function, the first engaging member 21 and the second engaging member 22 may engage, and as a result, the power output to the main shaft 11 by the engine 1 can be transmitted to the first engaging member 21. The first engaging member 21 and the second engaging member 22 engage and transmit driving force to the second engaging member 22, thereby driving the electric machine shaft of the first electric machine 31, and further driving the first electric machine 31 to generate power.

[0040] The rotor is fastened to the first engaging member 21. Specifically, the rotor may be directly fixed and connected to the first engaging member 21, or the rotor may be fastened relative to the first engaging member 21, so that the rotor rotates in sync with the first engaging member 21. In this solution, the rotor is fastened to the first engaging member 21, and the clutch assembly and the second electromechanical unit are integrated to some extent to simplify the overall structure.

[0041] For example, in actual installation, the end of the first engaging member 21 and the end of the main shaft 11 may be integrated into a single structure, the rotor may have a sleeve attached to the outside of the first engaging member 21, and the inner circumferential wall of the rotor and the outer circumferential wall of the first engaging member 21 may be aligned via splines or power-connected via another structure, thereby enabling the driving force of the first engaging member 21 to be transmitted to the rotor, driving the rotor to rotate relative to the stator and realizing the power generation function of the second electromachine 32.

[0042] Therefore, the alignment of the first engaging member 21 and the second engaging member 22 is set to help realize the power generation functions of the first electric machine 31 and the second electric machine 32. In this case, the structure is simple, the power transmission path is short, and the operating efficiency is improved.

[0043] In some cases, the main shaft 11 may also be the output shaft of the engine.

[0044] In some examples, the hybrid powertrain 100 further includes a first gear 41 and a second gear 42, the first gear 41 being connected to a first engaging member 21 and the second gear 42 being connected to a rotor, the first gear 41 engaging with the second gear 42, and as a result the first engaging member 21 and the rotor being drivenly aligned via the gear set.

[0045] As shown in Figure 1, the first gear 41 is fixed to the outside of the first engaging member 21 and fitted with a sleeve, and the second gear 42 is fixed and mounted inside the rotor. As a result, the outer circumferential wall of the first engaging member 21 and the inner circumferential wall of the rotor are drivenly aligned via the first gear 41 and the second gear 42. Therefore, the driving force output by the engine 1 is transmitted to the first engaging member 21 via the main shaft 11, and then sequentially transmitted to the rotor by the first engaging member 21, the first gear 41, and the second gear 42, resulting in the driving power being transmitted. The matching sizes of the first gear 41 and the second gear 42 may be adjusted to change the transmission rate from the first engaging member 21 to the second engaging member 22.

[0046] In some examples, the hybrid powertrain 100 further includes a third gear 43 which is drivably connected to the electromechanical shaft of the first electromechanism 31, and a second engaging member 22 which is fixedly connected to the third gear 43, so that the second engaging member 22 can transmit the driving force of the engine 1 via the third gear 43 to the electromechanical shaft of the first electromechanism 31 to drive the first electromechanism 31 and generate power. Alternatively, the driving force of the first electromechanism 31 may be output to the third gear 43 to transmit the driving force to the clutch assembly 2, thereby outputting power.

[0047] In actual designs, the first electromechanical gear 311 may be fixedly positioned on the electromechanical shaft of the first electromechanism 31, and the first electromechanical gear 311 engages with the third gear 43, so that the electromechanical shaft and the second engaging member 22 are aligned through the engagement between the first electromechanical gear 311 and the third gear 43, thereby achieving power transmission.

[0048] In some examples, the hybrid powertrain 100 further includes a pivot shaft 63, a third gear 43 is fastened to the pivot shaft 63, and the third gear 43 is coaxially positioned with the pivot shaft 63. For example, the third gear 43 is integrated with the outer circumferential wall of the pivot shaft 63, and as a result, in the rotation process, the first gear 41 can drive the pivot shaft 63 to rotate. In other words, the second engaging member 22 can rotate synchronously with the pivot shaft 63.

[0049] The first engaging member 21 is rotatably sleeved on the support shaft 63. Specifically, in actual installation, one end of the first engaging member 21 may be fixedly connected to the end of the main shaft 11, and the other end of the first engaging member 21 is sleeved on the support shaft 63 so as to rotate relative to the support shaft 63. In addition, when the first engaging member 21 engages with the second engaging member 22, the first engaging member 21 rotates in sync with the support shaft 63. In other words, when the first electric machine 31 is configured to generate power, the first engaging member 21 and the second engaging member 22 engage and fasten together, and the driving force of the engine 1 may be transmitted to the first engaging member 21 via the main shaft 11, the first engaging member 21 transmits power to the second engaging member 22, the second engaging member 22 transmits power to the support shaft 63, the support shaft 63 drives the third gear 43 to rotate, which in turn drives the electric machine shaft of the first electric machine 31 to rotate, thereby generating and transmitting power.

[0050] In actual designs, the second engaging member 22 may be fixedly attached to the pivot shaft 63 so that the second engaging member 22 moves together with the pivot shaft 63.

[0051] In some examples, the hybrid powertrain 100 further includes a housing, and the clutch assembly 2 and the second electromechanism 32 are located inside the housing. As shown in Figure 1, the clutch assembly 2 and the second electromechanism 32 are integrated and mounted inside the housing. In addition, the main shaft 11 passes through the housing and is connected to the first engaging member 21, and at least a portion of the third gear 43 protrudes from the housing and is power-connected to the electromechanical shaft of the first electromechanism 31.

[0052] Therefore, the clutch assembly 2 and the second electromechanism 32 are integrated inside the housing, which helps provide a stable mounting environment for the clutch assembly 2 and the second electromechanism 32 and ensures that the clutch assembly 2 can switch the power connection path accurately and reliably. The integration of the clutch assembly 2 and the second electromechanism 32 inside the housing eliminates the need to occupy separate mounting spaces, which helps reduce the difficulty of installation.

[0053] In some examples, the first engaging member 21 is rotatably sleeved on the support shaft 63 via a first bearing 61. For example, the first bearing 61 is positioned between the inner circumferential wall of the first engaging member 21 and the outer circumferential wall of the support shaft 63, so that the first engaging member 21 can rotate more smoothly relative to the support shaft 63, thereby helping to smoothly output the driving force of the engine 1.

[0054] The support shaft 63 is rotatably connected to the housing via a second bearing 62. For example, the second bearing 62 is positioned on the outer circumferential wall of the support shaft 63, the inner ring of the second bearing 62 is fixedly connected to the support shaft 63, and the outer ring of the second bearing 62 is fastened to the inner circumferential wall of the housing, so that the support shaft 63 can rotate smoothly relative to the housing.

[0055] Therefore, the first bearing 61 and the second bearing 62 are arranged to help improve the rotational efficiency of the rotating member, reduce friction loss, and improve the operating efficiency of the hybrid powertrain 100.

[0056] In some examples, the clutch assembly 2 includes a third engaging member 23 and a fourth engaging member 24, which are aligned and configured to transmit power between the first electromachine 31 and the differential 51 of the first wheel end.

[0057] In some examples, the third engaging member 23 is drivably connected to the electromechanical shaft of the first electromechanism 31. For example, the third engaging member 23 and the electromechanical shaft of the first electromechanism 31 are drivably aligned via a gear set. In addition, the fourth engaging member 24 is drivably connected to the differential 51 of the first wheel end. For example, the fourth engaging member 24 may be drivably connected to the differential 51 of the first wheel end via a gear set. The third engaging member 23 and the fourth engaging member 24 engage selectively.

[0058] Therefore, when the third engaging member 23 and the fourth engaging member 24 are engaged, the driving force output by the first electromechanism 31 is transmitted to the fourth engaging member 24 via the third engaging member 23, and may also be output to the differential 51 of the first wheel end, resulting in power being output to drive the vehicle 1000 and make it move. In this way, a pure electric drive mode or a hybrid drive mode in which the first electromechanism 31 is the output member can be realized.

[0059] In some examples, the hybrid powertrain 100 further includes a fifth gear 45, which is fixedly connected to the fourth engaging member 24 and connected to the input terminal of the differential. In addition, in actual designs, a first output gear 52 may be located at the input terminal of the differential, so that the first output gear 52 engages with the fifth gear 45, and the driving force of the fourth engaging member 24 is further output to the differential 51 at the first wheel end via the fifth gear 45 and the first output gear 52 in sequence, resulting in power output.

[0060] Alternatively, in some other examples, the hybrid powertrain 100 further includes a fifth gear 45 and a sixth gear 46, the fifth gear 45 being fixedly connected to the fourth engaging member 24, and the sixth gear 46 being connected to the input end of the differential, with the fifth gear 45 engaging with the sixth gear 46. In addition, in actual designs, a first output gear 52 may be located at the input end of the differential, so that the first output gear 52 engages with the sixth gear 46, further outputting the driving force of the fourth engaging member 24 to the differential 51 at the first wheel end, thereby outputting power.

[0061] In other words, the driving force of the fourth engaging member 24 may be output to the differential 51 of the first wheel end via the fifth gear 45, the sixth gear 46, and the first output gear 52 in sequence, resulting in the output of power. The fifth gear 45 and the fourth engaging member 24 are arranged as a single unit, so that the fifth gear 45 can rotate synchronously in the same direction as the fourth engaging member 24. In addition, the sixth gear 46 engages with the fifth gear 45, so that the rotation direction of the sixth gear 46 is opposite to that of the fifth gear 45. In other words, the sixth gear 46 is configured as a reversing gear so that force is transmitted in a different direction. The reversing gear is rotatably mounted inside the housing via a reversing shaft 461.

[0062] In some examples, the first engaging member 21 and the third engaging member 23 are fixedly connected or formed as an integrated unit. For example, the first engaging member 21 and the third engaging member 23 may be fixedly connected, or they may be arranged as an integrated structure, so that the first engaging member 21 and the third engaging member 23 can rotate synchronously during the operation of the hybrid powertrain 100.

[0063] The first engaging member 21 and the third engaging member 23 are fastened together as a single unit, and as a result, power can be transmitted between the first engaging member 21 and the third engaging member 23. For example, the first engaging member 21 is power-connected to the engine 1, and as a result, the driving force of the engine 1 can be transmitted to the third engaging member 23 via the first engaging member 21. Furthermore, when the third engaging member 23 and the fourth engaging member 24 are engaged, the driving force of the engine 1 can be transmitted to the fourth engaging member 24 via the third engaging member 23 and output to the differential gear 51 of the first wheel end. In addition, the driving force of the first electromachine 31 can also be transmitted to the fourth engaging member 24 via the third engaging member 23 and output to the differential gear 51 of the first wheel end.

[0064] When the first engaging member 21 and the second engaging member 22 engage, the driving force of the engine 1 may be transmitted to the second engaging member 22 via the first engaging member 21, thereby realizing the power generation function of the first electromachine 31. In addition, the driving force of the engine 1 may also be transmitted to the fourth engaging member 24 via the third engaging member 23, and as a result, the fourth engaging member 24 outputs driving force to the differential gear 51 of the first wheel end.

[0065] In this way, it reduces the number of connecting members between the two groups of the clutch structure, leading to a reduction in placement costs.

[0066] In some examples, the hybrid powertrain 100 further includes a third electric machine 33, which is connected to a power battery 71 and configured to output power to a second wheel end. In other words, in this disclosure, power may be output not only through the first electric machine 31 and engine 1, but also through the third electric machine 33, which can greatly enhance the driving modes of the vehicle 1000.

[0067] In some examples, one of the second and first wheel ends is a front wheel 72 and the other is a rear wheel 72. For example, the first wheel end is positioned as a front wheel 72, and as a result, the engine 1 and / or the first electric machine 31 is configured to drive and rotate the front wheel 72 to achieve front-wheel drive of the vehicle 1000. In addition, the second wheel end is positioned as a rear wheel 72, and as a result, the third electric machine 33 is configured to drive and rotate the rear wheel 72 to further achieve four-wheel drive of the vehicle 1000.

[0068] In some examples, as shown in Figure 1, the actual configuration may involve the engine 1 being located on the right side of the vehicle 1000, the first wheel-end transmission being located on the left side of the vehicle 1000, and the first electromechanism 31 being located on the front left side of the vehicle 1000. The first engaging member 21 and the second engaging member 22 are located on the left side of the clutch assembly 2, while the third engaging member 23 and the fourth engaging member 24 are located on the right side of the clutch assembly 2.

[0069] As shown in Figure 2, a spherical limiting projection may be positioned at the end of the support shaft 63, and a spherical limiting groove is formed on the left side inside the first engaging member 21, thereby achieving concentric alignment via the spherical limiting projection and the spherical limiting groove. A specific design gap is ensured between the support shaft 63 and the first engaging member 21 to further restrict and protect the support shaft 63 when a relatively large axial force is applied to it, preventing the support shaft 63 from moving abnormally in the axial direction.

[0070] As shown in Figure 3, in some other examples, the first electric machine 31 is located at the front of the vehicle 1000, the engine 1 and the first wheel-end transmission are located above the rear of the first electric machine 31, the seventh gear 47 is positioned between the first electric machine gear 311 and the third gear 43 of the first electric machine 31, and the seventh gear 47 is fitted to the vehicle body with a free sleeve via an idler gear shaft 471.

[0071] Alternatively, as shown in Figure 4, the engine 1 is located in front of the transmission at the first wheel end, and the first electric machine 31 is located behind the transmission at the first wheel end.

[0072] Hereinafter, with reference to Figures 1 and 2, hybrid powertrains 100 in some examples of the present disclosure will be described. As shown in Figure 1, the hybrid powertrain 100 includes a first electromechanism 31, an engine 1, a main shaft 11, a clutch assembly 2, a second electromechanism 32, a power battery 71, and a third electromechanism 33. The clutch assembly 2 includes a first engaging member 21, a second engaging member 22, a third engaging member 23, and a fourth engaging member 24, and the clutch assembly 2 and the second electromechanism 32 are mounted inside a housing.

[0073] The output end of engine 1 is connected to the main shaft 11, the main shaft 11 is connected to the first engaging member 21, the rotor of the second electric machine 32 is connected to the second gear 42, the first gear 41 is located outside the first engaging member 21 and engages with the second gear 42, the rotor is rotatably mounted inside the stator, and as a result the second electric machine 32 generates power. The main shaft 11 is fixedly connected to the first engaging member 21, the first engaging member 21 and the second engaging member 22 are aligned, the second engaging member 22 is fixedly connected to the third gear 43, and the third gear 43 is configured to be drivably connected to the electric machine shaft of the first electric machine 31. The third gear 43 is fastened to the support shaft 63, the second engaging member 22 is fixedly connected to the support shaft 63, and the first engaging member 21 is rotatably sleeved to the support shaft 63, so that the first engaging member 21 and the second engaging member 22 can be selectively engaged.

[0074] As shown in Figure 1, the third engaging member 23 and the fourth engaging member 24 are aligned, the third engaging member 23 is power-connected to the electromechanical shaft of the first electromechanism 31, the fourth engaging member 24 is drivably connected to the differential 51 of the first wheel end, the fourth engaging member 24 is fixedly connected to the fifth gear 45, the first output gear 52 is located at the input end of the differential, the first output gear 52 engages with the sixth gear 46, and the sixth gear 46 engages with the fifth gear 45.

[0075] The third electric machine 33, the second electric machine 32, and the first electric machine 31 are all connected to a power battery 71, and the third electric machine 33 is power-connected to the second wheel end. For example, the third electric machine 33 and the differential 53 of the second wheel end are power-connected. A second electric machine gear 331 is located on the electric machine shaft of the third electric machine 33, a second output gear 54 is located on the differential 53 of the second wheel end, and a first drive gear 531 and a second drive gear 532 are located between the second electric machine gear 331 and the second output gear 54 for driving, resulting in the output of power. The first wheel end may be a front wheel 72, and the second wheel end may be a rear wheel 72.

[0076] The hybrid powertrain 100 in this example of the present disclosure has the following multiple operating modes:

[0077] Function to start engine 1 when the forward electric machine is unloaded: In such a function state, the fourth engaging member 24 and the third engaging member 23 are disengaged, and the forward electric machine is stationary. The power battery 71 starts supplying power to the forward electric machine, the first electric machine 31 starts operating from a stationary state, and then the first engaging member 21 engages with the third engaging member 23, and power is transmitted to engine 1 via the first electric machine gear 311, the third gear 43, the third engaging member 23, the first engaging member 21, and the main shaft 11 of the first engaging member 21, pulling in the first engaging member 21 to initiate ignition.

[0078] Function to start engine 1 when the forward electric machine is under load: In such a function state, the fourth engaging member 24 is engaged with the third engaging member 23, the power battery 71 is supplying power to the first electric machine 31, and the first electric machine 31 is operating under load. The first engaging member 21 begins to engage with the third engaging member 23 via sliding friction, and power is transmitted to engine 1 via the first engaging member 21 and the main shaft 11 of the first engaging member 21, pulling engine 1 in order to initiate ignition.

[0079] Series power generation function of engine 1: In such a functional state, engine 1 is ignited, running, and operating, and the fourth engaging member 24 is disengaged from the third engaging member 23. The first engaging member 21 begins to engage with the third engaging member 23, and engine 1 transmits power to the first electromachine 31 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the third gear 43, and the first electromachine gear 311, and the first electromachine 31 operates to generate power and supply electrical energy to the power battery 71 or the third electromachine 33.

[0080] Parallel power generation function of engine 1: In such a functional state, engine 1 is ignited, running, and operating, with the first engaging member 21 engaging with the third engaging member 23 and the fourth engaging member 24 engaging with the third engaging member 23, and engine 1 draws in the first electric machine 31 to drive and rotate the vehicle 1000. The first electric machine 31 changes to generator mode, and engine 1 drives the first electric machine 31 to generate power and supply electrical energy to the power battery 71 or the third electric machine 33.

[0081] Function to recover braking energy by rear electromechanism while driving: In such a function state, the fourth engaging member 24 is disengaged from the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The vehicle 1000 transmits power to the third electromechanism 33 via the rear drive shaft 74, the differential 53 at the second wheel end, and the transmission at the second wheel end, and the third electromechanism 33 operates to generate power and supply electrical energy to the power battery 71 or the first electromechanism 31. This function is applicable to small and medium braking conditions.

[0082] Function to recover braking energy in conjunction by the front and rear electromechanics while driving: In such a functional state, the fourth engaging member 24 is engaged from the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The vehicle 1000 transmits power to the third electromechanism 33 via the rear drive shaft 74, the differential 53 at the second wheel end, and the transmission at the second wheel end, and also transmits power to the first electromechanism 31 via the front drive shaft 73, the differential 51 at the first wheel end, and the front transmission 3, and the third electromechanism 33 and the first electromechanism 31 work together to generate power and supply electrical energy to the power battery 71. This function is applicable to medium and heavy braking conditions.

[0083] EV front-wheel drive mode: In this mode, the third engaging member 23 engages with the fourth engaging member 24, and the first engaging member 21 is disengaged from the second engaging member 22. The power battery 71 powers the first electromechanism 31, which operates and transmits power to the wheels 72 via the first electromechanism gear 311, the third gear 43, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel-end differential 51, and the front drive shaft 73, pulling the entire vehicle into motion.

[0084] EV rear-wheel drive mode: In this mode, the fourth engaging member 24 is disconnected from the third engaging member 23, and the first engaging member 21 is disconnected from the third engaging member 23. The power battery 71 powers the third electromechanism 33, which operates and transmits power to the wheels 72 via the second wheel-end transmission, the second wheel-end differential 53, and the rear drive shaft 74, pulling the entire vehicle into motion.

[0085] EV 4-wheel drive mode 1 (normal state): In this mode, the fourth engaging member 24 engages with the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The power battery 71 powers the first electromechanism 31, which operates and transmits power to the wheels 72 via the first electromechanism gear 311, the third gear 43, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel-end differential 51, and the front drive shaft 73. The power battery 71 also powers the third electromechanism 33, which operates and transmits power to the wheels 72 via the second wheel-end transmission, the second wheel-end differential 53, and the rear drive shaft 74. The front and rear electric machinery work together to pull the entire vehicle into motion.

[0086] EV 4-wheel drive mode 2 (power holding state): In this mode, the fourth engaging member 24 engages with the third engaging member 23, and the first engaging member 21 is disengaged from the third engaging member 23. The power battery 71 supplies power to the first electric machine 31, which operates and transmits power to the wheels 72 via the first electric machine gear 311, the third gear 43, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel-end differential 51, and the front drive shaft 73. The power battery 71 also supplies power to the third electric machine 33, which operates and transmits power to the wheels 72 via the second wheel-end transmission, the second wheel-end differential 53, and the rear drive shaft 74. The front and rear electric machines work together to pull the entire vehicle into motion. In addition, engine 1 is in operation and drives the second electric machine 32 to generate power via the right clutch drive assembly of the main shaft 11, first engaging member 21, first gear 41, and second gear 42, supplying electrical energy to the first electric machine 31 or the third electric machine 33, thereby reducing the discharge output of the power battery 71.

[0087] HEV front-wheel drive mode: In this mode, the engine 1 is ignited, running, and operating, with the fourth engaging member 24 engaging with the third engaging member 23 and the first engaging member 21 engaging with the third engaging member 23. The engine 1 transmits power to the wheels 72 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel-end differential 51, and the front drive shaft 73, pulling the entire vehicle into motion. When power is insufficient, the power battery 71 supplies power to the first electric machine 31 to help the engine 1 drive the entire vehicle. When power is in excess, the first electric machine 31 generates power and supplies electrical energy to the power battery 71.

[0088] HEV rear-wheel drive mode: In this mode, engine 1 is ignited, running, and operating, the fourth engaging member 24 is disengaged from the third engaging member 23, and the first engaging member 21 is engaged with the third engaging member 23. Engine 1 transmits power to the first electromechanism 31 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the third gear 43, and the first electromechanism gear 311, and the first electromechanism 31 and the second electromechanism 32 operate to generate power and supply electrical energy to the third electromechanism 33. The third electromechanism 33 operates and transmits power to the wheels 72 via the second wheel-end transmission, the second wheel-end differential 53, and the rear drive shaft 74 to pull the entire vehicle into motion. When power is insufficient, the power battery 71 recharges the third electric machine 33 to help drive the entire vehicle. When power is in surplus, the first electric machine 31 supplies excess electrical energy to the power battery 71.

[0089] HEV four-wheel drive mode: In this mode, engine 1 is ignited, running, and operating, with the fourth engaging member 24 engaging with the third engaging member 23 and the first engaging member 21 engaging with the third engaging member 23. Engine 1 transmits power to the wheels 72 via the first engaging member 21, the main shaft 11 of the first engaging member 21, the third engaging member 23, the fourth engaging member 24, the fifth gear 45, the sixth gear 46, the first output gear 52, the first wheel-end differential 51, and the front drive shaft 73, pulling the entire vehicle into motion. In addition, the power battery 71 powers the third electric machine 33, which operates and transmits power to the wheels 72 via the second wheel-end transmission, the second wheel-end differential 53, and the rear drive shaft 74, pulling the entire vehicle into motion. When there is insufficient power, the power battery 71 supplies power to the first electric machine 31 to help drive the entire vehicle. When there is excess power, the first electric machine 31 generates power and supplies electrical energy to the power battery 71.

[0090] This disclosure further discloses vehicle 1000.

[0091] As shown in Figure 5, the vehicle 1000 in this example of the present disclosure includes a hybrid powertrain 100 as described in any of the aforementioned examples. The hybrid powertrain 100 is arranged, and a combination of multiple electromechanical units is arranged, and power is distributed and transmitted within the hybrid powertrain 100 by the clutch assembly 2 to realize different operating modes of the hybrid powertrain 100 and enhance the driving function. In addition, the second electromechanical unit 32 has relatively high power generation efficiency, improving power generation performance and improving the overall performance of the vehicle.

[0092] In this specification, the terms “embodiment,” “some embodiments,” “exemplary embodiment,” “example,” “specific example,” or “some examples” are used to mean that any particular feature, structure, material, or characteristic described with reference to an embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the exemplary descriptions of the terms used herein do not necessarily refer to the same embodiment or example. In addition, any particular feature, structure, material, or characteristic described may be combined in an appropriate manner in any one or more embodiments or examples.

[0093] While examples are shown and described in this disclosure, those skilled in the art should understand that various changes, modifications, substitutions, and variations may be made to these examples without departing from the principles and spirit of this disclosure, and that the scope of this disclosure is defined by the claims and their equivalents.

Claims

1. A first electric machine (31) and an engine (1), A main shaft (11), wherein one end of the main shaft (11) is connected to the output shaft of the engine (1), A clutch assembly (2) wherein the other end of the main shaft (11) is selectively connected to the electromechanical shaft of the first electromechanical unit (31) via the clutch assembly (2), and the first electromechanical unit (31) is configured to selectively output power to the first wheel end via the clutch assembly (2), A second electric machine (32), wherein the second electric machine (32) comprises a rotor and a stator, the rotor is configured to rotate relative to the stator, the rotor is fixedly connected to the main shaft (11), and as a result, the engine (1) is configured to drive the second electric machine (32) to generate power. A power battery (71) wherein the first electric machine (31) and the second electric machine (32) are connected to the power battery (71) Equipped with, The clutch assembly (2) A first engaging member (21) and a second engaging member (22), wherein the first engaging member (21) is positioned on the main shaft (11), the second engaging member (22) is drivably connected to the electric machine shaft of the first electric machine (31), the first engaging member (21) and the second engaging member (22) selectively engage, and the rotor is fastened to the first engaging member (21), comprising the first engaging member (21) and the second engaging member (22), A hybrid powertrain (100) further comprising a first gear (41) and a second gear (42), wherein the first gear (41) is connected to the first engaging member (21), the second gear (42) is connected to the rotor, and the first gear (41) engages with the second gear (42).

2. The hybrid powertrain (100) according to claim 1, further comprising a third gear (43), the third gear (43) being drivably connected to the electromechanical shaft of the first electromechanical unit (31), and the second engaging member (22) being fixedly connected to the third gear (43).

3. The hybrid powertrain (100) according to claim 2, further comprising a support shaft (63), wherein the third gear (43) is fastened to the support shaft (63) and is arranged coaxially with the support shaft (63), and the first engaging member (21) is rotatably sleeved on the support shaft (63).

4. The hybrid powertrain (100) according to claim 3, further comprising a housing, wherein the clutch assembly (2) and the second electromechanism (32) are disposed inside the housing.

5. The hybrid powertrain (100) according to claim 4, wherein the first engaging member (21) is rotatably sleeved on the support shaft (63) via a first bearing (61), and the support shaft (63) is rotatably connected to the housing via a second bearing (62).

6. The hybrid powertrain (100) according to claim 1, wherein the clutch assembly (2) comprises a third engaging member (23) and a fourth engaging member (24), the third engaging member (23) being drivably connected to the electromechanical shaft of the first electromechanical unit (31), and the fourth engaging member (24) being drivably connected to the differential (51) of the first wheel end, and the third engaging member (23) and the fourth engaging member (24) selectively engage.

7. The hybrid powertrain (100) according to claim 6, further comprising a fifth gear (45), the fifth gear (45) being fixedly connected to the fourth engaging member (24), and the fifth gear (45) being connected to the input terminal of the differential.

8. The hybrid powertrain (100) according to claim 6, further comprising a fifth gear (45) and a sixth gear (46), wherein the fifth gear (45) is fixedly connected to the fourth engaging member (24), the sixth gear (46) is connected to the input terminal of the differential, the fifth gear (45) engages with the sixth gear (46), and the sixth gear (46) is a reverse gear.

9. The hybrid powertrain (100) according to claim 1, further comprising a third electric machine (33), the third electric machine (33) being connected to the power battery (71), and the third electric machine (33) being configured to output power to the second wheel end.

10. A vehicle (1000) comprising the hybrid powertrain (100) described in claim 1.

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