Power system and automobile

Abstract

A power system, comprising a driving motor (1), a generator (2), an engine shaft (3), a transmission shaft (4), and a first output shaft (5). The driving motor (1) is provided with a first input shaft (11); the first output shaft (5) and the first input shaft (11) are transmittingly connected to the transmission shaft (4), separately; the engine shaft (3) is transmittingly connected to the generator (2) and the transmission shaft (4), separately; and the first input shaft (11), the engine shaft (3), and the first output shaft (5) are arranged at intervals in the circumferential direction of the transmission shaft (4). Also disclosed is an automobile comprising the power system. The first input shaft, the engine shaft, and the first output shaft are arranged at intervals in the circumferential direction of the transmission shaft, so that the engine and the driving motor can output driving force to the transmission shaft, and the driving motor and the engine are arranged close to each other, thereby improving the compactness of the power system.

Description

A power system and automobile

[0001] This application claims priority to Chinese Patent Application No. 202410481927.5, filed on April 22, 2024, entitled "A Power System and a Motor Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automotive power technology, and in particular to a power system and an automobile. Background Technology

[0003] A car is a means of transportation, generally used for users' travel.

[0004] A car generally consists of a powertrain and a body. The body carries the powertrain, which in turn drives the user by generating power.

[0005] In related technologies, the structure of the power system is generally complex and loose, which is not conducive to its placement on the vehicle body.

[0006] Summary of the Invention

[0007] This application provides a powertrain system and a vehicle to improve their compactness. The technical solution is as follows:

[0008] A first aspect of this application provides a power system comprising a drive motor, a generator, an engine shaft, a transmission shaft, and a first output shaft, wherein...

[0009] The drive motor has a first input shaft.

[0010] The first output shaft and the first input shaft are respectively connected to the transmission shaft for transmission.

[0011] The engine shaft is connected to the generator and the drive shaft respectively.

[0012] The first input shaft, the engine shaft, and the first output shaft are spaced apart circumferentially along the transmission shaft.

[0013] Optionally, the first input shaft, the engine shaft, the first output shaft, and the transmission shaft are arranged in parallel. The first input shaft and the first output shaft form a first included angle with the transmission shaft as the vertex, the first input shaft and the engine shaft form a second included angle with the transmission shaft as the vertex, and the engine shaft and the first output shaft form a third included angle with the transmission shaft as the vertex. The angles of the first included angle, the second included angle, and the third included angle are all greater than 90° and less than 180°.

[0014] Optionally, the first input shaft has a first input gear, the engine shaft has a second input gear, the first output shaft has a first output gear, the first output gear has more teeth than the second input gear, and the second input gear has more teeth than the first input gear.

[0015] Optionally, the drive shaft has a first drive gear that meshes with the first input gear, wherein the number of teeth of the first input gear is less than the number of teeth of the first drive gear.

[0016] Optionally, the first transmission gear meshes with the second input gear, wherein the second input gear has more teeth than the first transmission gear.

[0017] Optionally, the drive shaft has a second drive gear that meshes with the first output gear, wherein the number of teeth of the first output gear is greater than the number of teeth of the second drive gear.

[0018] Optionally, the generator has a second output shaft that is drive-connected to the engine shaft.

[0019] Optionally, the second output shaft has a second output gear, and the engine shaft has a third input gear that meshes with the second output gear.

[0020] Optionally, the power system further includes a clutch that connects the second input gear and the third input gear. The second input gear is sleeved on the engine shaft and connected to the engine shaft via a bearing. The third input gear is sleeved on the engine shaft and fixedly connected to the engine shaft.

[0021] A second aspect of this application provides an automobile, the automobile including a power system, the power system including a drive motor, a generator, an engine shaft, a transmission shaft, and a first output shaft, wherein...

[0022] The drive motor has a first input shaft.

[0023] The first output shaft and the first input shaft are respectively connected to the transmission shaft for transmission.

[0024] The engine shaft is connected to the generator and the drive shaft respectively.

[0025] The first input shaft, the engine shaft, and the first output shaft are spaced apart circumferentially along the transmission shaft.

[0026] Optionally, the first input shaft, the engine shaft, the first output shaft, and the transmission shaft are arranged in parallel. The first input shaft and the first output shaft form a first included angle with the transmission shaft as the vertex, the first input shaft and the engine shaft form a second included angle with the transmission shaft as the vertex, and the engine shaft and the first output shaft form a third included angle with the transmission shaft as the vertex. The angles of the first included angle, the second included angle, and the third included angle are all greater than 90° and less than 180°.

[0027] Optionally, the first input shaft has a first input gear, the engine shaft has a second input gear, the first output shaft has a first output gear, the first output gear has more teeth than the second input gear, and the second input gear has more teeth than the first input gear.

[0028] Optionally, the drive shaft has a first drive gear that meshes with the first input gear, wherein the number of teeth of the first input gear is less than the number of teeth of the first drive gear.

[0029] Optionally, the first transmission gear meshes with the second input gear, wherein the second input gear has more teeth than the first transmission gear.

[0030] Optionally, the drive shaft has a second drive gear that meshes with the first output gear, wherein the number of teeth of the first output gear is greater than the number of teeth of the second drive gear.

[0031] The beneficial effects of the technical solution provided in this application include at least the following: the generator is driven to the engine shaft, which facilitates the generator converting the kinetic energy generated by the engine into electrical energy to power the drive motor. The first input shaft is driven to the transmission shaft, which facilitates the drive motor outputting driving force to the transmission shaft. The engine shaft is driven to the transmission shaft, which facilitates the engine outputting driving force to the transmission shaft. The transmission shaft is driven to the first output shaft, which allows the driving force generated by the drive motor and the engine to be transmitted to the first output shaft through the transmission shaft. The first input shaft, engine shaft, and first output shaft are spaced apart circumferentially along the transmission shaft, which is beneficial for the engine and drive motor to output driving force to the transmission shaft, and also for the drive motor and engine to be arranged close to each other, thereby improving the compactness of the power system of this application. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 is a schematic diagram of a power system provided in an embodiment of this application;

[0034] Figure 2 is a schematic diagram showing the annotations of the first included angle, the second included angle, and the third included angle provided in an embodiment of this application;

[0035] Figure 3 is a schematic diagram of the assembly of a drive motor and a transmission shaft according to an embodiment of this application;

[0036] Figure 4 is a schematic diagram of the assembly of a transmission shaft and a first output shaft according to an embodiment of this application;

[0037] Figure 5 is a schematic diagram of the assembly of a generator and an engine shaft provided in an embodiment of this application.

[0038] The reference numerals in the figure represent the following: 1. Drive motor; 11. First input shaft; 111. First input gear; 2. Generator; 21. Second output shaft; 211. Second output gear; 3. Engine shaft; 31. Second input gear; 32. Third input gear; 4. Transmission shaft; 41. First transmission gear; 42. Second transmission gear; 5. First output shaft; 51. First output gear; 6. Clutch. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0040] The first aspect of this application provides a power system, as shown in Figure 1, which includes a drive motor 1, a generator 2, an engine, a transmission shaft 4, and a first output shaft 5. Wherein,

[0041] The drive motor 1 has a first input shaft 11.

[0042] The first output shaft 5 and the first input shaft 11 are respectively connected to the transmission shaft 4 for transmission.

[0043] The engine has an engine shaft 3, which is connected to the generator 2 and the transmission shaft 4 respectively.

[0044] The first input shaft 11, the engine shaft 3, and the first output shaft 5 are spaced apart circumferentially along the transmission shaft 4.

[0045] It is understandable that the generator 2 is driven by the engine shaft 3, which facilitates the generator 2 in converting the kinetic energy generated by the engine into electrical energy to power the drive motor 1. The first input shaft 11 is driven by the transmission shaft 4, which facilitates the drive motor 1 in outputting driving force to the transmission shaft 4. The engine shaft 3 is driven by the transmission shaft 4, which facilitates the engine in outputting driving force to the transmission shaft 4. The transmission shaft 4 is driven by the first output shaft 5, which allows the driving force generated by the drive motor 1 and the engine to be transmitted to the first output shaft 5 through the transmission shaft 4. The first input shaft 11, engine shaft 3, and first output shaft 5 are arranged circumferentially along the transmission shaft 4, which is beneficial for the engine and drive motor 1 to output driving force to the transmission shaft 4, and also allows the drive motor 1 and the engine to be arranged close to each other, thereby improving the compactness of the power system of this application.

[0046] In the embodiments of this application, both the drive motor 1 and the engine serve as the power source of the power system of this application.

[0047] In this embodiment, the drive motor 1 serves as a power source, which can generate a changing magnetic field using electrical energy. This changing magnetic field drives the first input shaft 11 to rotate, thereby generating driving force. The method of generating the changing magnetic field is prior art and will not be described in detail here.

[0048] In this embodiment, the drive motor 1 has a first input shaft 11. The first input shaft 11 can be connected to the output end of the drive motor 1 to transmit the driving force to the transmission shaft 4.

[0049] The transmission connection between the first input shaft 11 and the output end of the drive motor 1 can be a key connection or a coupling connection. The first input shaft 11 can also be directly used as the output end of the drive motor 1, which rotates under the influence of the changing magnetic field generated by the drive motor 1, thereby driving the drive shaft to rotate and output driving force.

[0050] In addition, a bearing can be installed at the end of the first input shaft 11 away from the drive motor 1 to support the rotation of the first input shaft 11.

[0051] In the embodiments of this application, the engine generally includes a cylinder, a piston, and a crankshaft.

[0052] Fuel can be burned inside the cylinder. The burning fuel drives the piston to move back and forth. The reciprocating piston drives the crankshaft to rotate, thereby generating driving force. The fuel can be gasoline, diesel, or liquid hydrogen.

[0053] In addition, a bearing can be installed at the end of the engine shaft 3 away from the engine to support the rotation of the engine shaft 3.

[0054] In this embodiment, the engine shaft 3 can be a crankshaft, with its portion extending out of the engine and connected to the drive shaft 4. Alternatively, the engine shaft 3 can be a shaft extending out of the engine and connected to the crankshaft.

[0055] In this embodiment of the application, the generator 2 is used to convert the kinetic energy of the engine into electrical energy. It generally has a fixed magnetic field and generates electrical energy by moving within the magnetic field and cutting magnetic field lines.

[0056] The generator 2 can be directly connected to the crankshaft to convert the crankshaft's kinetic energy into electrical energy, or it can be connected to the crankshaft drive through other components to obtain a rotating structure with a lower rotation speed. This rotating structure rotates within the generator 2 to cut magnetic field lines and generate electrical energy.

[0057] Electrical energy can be used to drive motor 1 or stored in a power source to power motor 1 or other working components.

[0058] In this embodiment, the first output shaft 5 and the first input shaft 11 are respectively connected to the transmission shaft 4 for transmission.

[0059] The first input shaft 11 is connected to the transmission shaft 4, which can transmit the driving force to the transmission shaft 4. The first output shaft 5 is connected to the transmission shaft 4, which can output the driving force from the first input shaft 11.

[0060] The transmission shaft 4 can extend the output path between the first input shaft 11 and the first output shaft 5, which is beneficial for arranging the drive motor 1 and the output components and avoids interference between them.

[0061] In addition, the torque of the driving force generated by the drive motor 1 is generally small, while the speed is high. Therefore, the transmission shaft 4 can also reduce the speed and increase the torque of the driving force of the drive motor 1, so as to adapt it to the working conditions of the power system of this application.

[0062] In this embodiment, the engine shaft 3 is connected to the generator 2 and the transmission shaft 4 respectively.

[0063] The engine shaft 3 is connected to the generator 2 via a drive shaft, which transmits the driving force generated by the engine to the generator 2, facilitating the generator 2's conversion of the kinetic energy of the driving force into electrical energy. The engine shaft 3 is also connected to the transmission shaft 4, allowing the driving force generated by the engine to be transmitted to the first output shaft 5 via the transmission shaft 4.

[0064] The drive shaft 4 can extend the output path between the engine shaft 3 and the first output shaft 5, which is beneficial for arranging the engine and output components and avoiding interference between them.

[0065] In addition, the torque generated by the engine is generally small, while the speed is high. Therefore, the drive shaft 4 can also reduce the speed and increase the torque of the engine's driving force, so as to adapt it to the working conditions of the power system of this application.

[0066] The engine shaft 3 is connected to the generator 2 and the drive shaft 4 respectively, meaning that the transmission connections between the engine shaft 3 and the generator 2, and between the engine shaft 3 and the drive shaft 4, are relatively independent. Specifically, the engine shaft 3 can independently drive the generator 2 to generate electrical energy, or it can independently drive the drive shaft 4 to transmit driving force to the first output shaft 5. The engine shaft 3 can simultaneously transmit driving force to both the generator 2 and the drive shaft 4, driving the generator 2 to generate electrical energy while simultaneously driving the drive shaft 4 to transmit driving force to the first output shaft 5.

[0067] In this embodiment, the first input shaft 11, the engine shaft 3, and the first output shaft 5 are spaced apart circumferentially along the transmission shaft 4. This makes full use of the circumferential space of the transmission shaft 4, so as to improve the compactness of the power system of this application and reduce the space it occupies while transmitting driving force and deceleration torque through the transmission shaft 4.

[0068] In this embodiment of the application, the two ends of the first output shaft 5 can be connected to the half shaft to drive the wheels on the half shaft to rotate.

[0069] In some embodiments of this application, as shown in FIG2, the first input shaft 11, the engine shaft 3, the first output shaft 5, and the transmission shaft 4 are arranged in parallel. The first input shaft 11 and the first output shaft 5 form a first included angle α with the transmission shaft 4 as the vertex. The first input shaft 11 and the engine shaft 3 form a second included angle β with the transmission shaft 4 as the vertex. The engine shaft 3 and the first output shaft 5 form a third included angle γ with the transmission shaft 4 as the vertex. The angles of the first included angle α, the second included angle β, and the third included angle γ are all greater than 90° and less than 180°.

[0070] It is understandable that the parallel arrangement of the first input shaft 11, engine shaft 3, first output shaft 5 and transmission shaft 4 is conducive to forming a relatively sufficient space among the three for the corresponding structural arrangement, thereby improving its compactness.

[0071] Among them, the first included angle α, the second included angle β and the third included angle γ are all greater than 90° and less than 180°, so that the transmission shaft 4 is located in the new triangular space enclosed by the first input shaft 11, the engine shaft 3 and the first output shaft 5. This allows for a reasonable allocation of the circumferential space of the first input shaft 11, the engine shaft 3 and the first output shaft 5 in the transmission shaft 4, thereby improving the compactness of the power system of this application while reducing interference between structures related to the first input shaft 11, the engine shaft 3 or the first output shaft 5.

[0072] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the first included angle α takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first input shaft 11 and the plane, and the final side passes through the focus of the axis of the first output shaft 5 and the plane.

[0073] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the second included angle β takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first input shaft 11 and the plane, and the final side passes through the focus of the axis of the engine shaft 3 and the plane.

[0074] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the third included angle γ takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first output shaft 511 and the plane, and the final side passes through the focus of the axis of the engine shaft 3 and the plane.

[0075] In the embodiments of this application, the angle of the first included angle α can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0076] In the embodiments of this application, the angle of the second included angle β can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0077] In the embodiments of this application, the angle of the third included angle γ can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0078] In this embodiment, the first included angle α is greater than the second included angle β, and the second included angle β is greater than the third included angle γ. It is understood that since the first output shaft 5 and the engine shaft 3 are generally located in a lower position on the vehicle, setting the second included angle β to its minimum is beneficial for reducing their overall height, and consequently, for reducing the height of the vehicle equipped with the powertrain.

[0079] In this embodiment, the first included angle α ranges from 141 to 145°, the second included angle β ranges from 119 to 123°, and the third included angle γ ranges from 94 to 98°. Specifically, the first included angle α can be 143°, the second included angle β can be 121°, and the third included angle γ can be 96°.

[0080] In some embodiments of this application, as shown in FIG3, the first input shaft 11 has a first input gear 111, the engine shaft 3 has a second input gear 31, and the first output shaft 5 has a first output gear 51. The number of teeth of the first output gear 51 is greater than the number of teeth of the second input gear 31, and the number of teeth of the second input gear 31 is greater than the number of teeth of the first input gear 111.

[0081] In this embodiment, the rotational speed of the drive motor 1 is generally much higher than that of the engine. Therefore, setting the number of teeth of the second input gear 31 to be greater than the number of teeth of the first input gear 111 is beneficial for matching the working conditions of the first input gear 111 with those of the drive motor 1 and for matching the working conditions of the second input gear 31 with those of the engine. The first output gear 51 is generally connected to the components that directly drive the vehicle, and its number of teeth is greater than that of the first input gear 111 and the second input gear 31. This is beneficial for increasing the torque transmitted to the first output gear 51, thereby driving the vehicle.

[0082] In this embodiment of the application, the first input shaft 11 and the first input gear 111 can be connected by a key connection or by an integral molding process.

[0083] In this embodiment, the engine shaft 3 and the second input gear 31 can be connected by a key or by an integral molding process.

[0084] In this embodiment, the first output shaft 5 and the first output gear 51 can be connected by a key or by an integral molding process.

[0085] In some embodiments of this application, as shown in FIG3, the drive shaft 4 has a first drive gear 41, which meshes with a first input gear 111, and the number of teeth of the first input gear 111 is less than the number of teeth of the first drive gear 41.

[0086] In this embodiment, the drive shaft 4 meshes with the first input gear 111 via the first transmission gear 41, which allows the driving force generated by the drive motor 1 to be transmitted to the drive shaft 4. The number of teeth on the first input gear 111 is less than the number of teeth on the first transmission gear 41, which is beneficial for the drive shaft 4 to reduce speed and increase torque on the driving force generated by the drive motor 1. This is beneficial for the torque of the driving force generated by the drive motor 1 to match the working state of the first output shaft 5.

[0087] In this embodiment, the drive shaft 4 and the first drive gear 41 can be connected by a key or by an integral molding process.

[0088] In some embodiments of this application, as shown in FIG1, the first transmission gear 41 meshes with the second input gear 31, and the second input gear 31 has more teeth than the first transmission gear 41.

[0089] In this embodiment, the first transmission gear 41 meshes with the second input gear 31, which facilitates the transmission of the driving force generated by the engine to the transmission shaft 4, and outputs it to the first output shaft 5 through the transmission shaft 4.

[0090] The second input gear 31 has more teeth than the first transmission gear 41, which helps the transmission shaft 4 to reduce the driving force of the engine and increase the torque, so as to adapt it to the working conditions of the first output shaft 5.

[0091] In some embodiments of this application, as shown in FIG4, the drive shaft 4 has a second drive gear 42, which meshes with a first output gear 51, and the number of teeth of the first output gear 51 is greater than the number of teeth of the second drive gear 42.

[0092] In this embodiment of the application, the second transmission gear 42 meshes with the first output gear 51, and the first output gear 51 can transmit the driving force from the engine and the drive motor 1 to the first output shaft 5, thereby driving the first output shaft 5 to work.

[0093] The first output gear 51 has more teeth than the second transmission gear 42, which is beneficial for reducing the speed and increasing the torque of the driving force of the transmission shaft 4. This increases the torque of the driving force obtained by the first output shaft 5, and adapts to its working conditions.

[0094] In this embodiment, the drive shaft 4 and the second drive gear 42 can be connected by a key or by an integral molding process.

[0095] In some embodiments of this application, as shown in FIG5, the generator 2 has a second output shaft 21, which is connected to the engine shaft 3 via a drive.

[0096] Understandably, the second output shaft 21 can output driving force from the engine shaft 3 to the generator 2. The transmission connection between the second output shaft 21 and the engine shaft 3 helps to extend the transmission path between the engine and the generator 2, thus enabling the generator 2 to obtain driving force adapted to its operation.

[0097] In this embodiment of the application, the second output shaft 21 can serve as the rotor shaft of the generator 2, which enables the generator 2 to generate electrical energy by rotating inside the generator 2.

[0098] In this embodiment of the application, the second output shaft 21 can be connected to the rotor of the generator 2 so that the rotor can rotate inside the generator 2 to generate electrical energy.

[0099] In some embodiments of this application, as shown in FIG5, the second output shaft 21 has a second output gear 211, and the engine shaft 3 has a third input gear 32, which meshes with the second output gear 211.

[0100] It is understandable that through the meshing of the third input gear 32 and the second output gear 211, the engine shaft 3 can drive the second output shaft 21 to rotate and transmit the driving force of the engine to the second output shaft 21, thereby driving the generator 2 to work.

[0101] In this embodiment, the second output shaft 21 and the second output gear 211 can be connected by a key or by an integral molding process.

[0102] In some embodiments of this application, as shown in FIG5, the power system further includes a clutch 6, which connects a second input gear 31 and a third input gear 32. The second input gear 31 is sleeved on the engine shaft 3 and connected to the engine shaft 3 by a bearing. The third input gear 32 is sleeved on the engine shaft 3 and fixedly connected to the engine shaft 3.

[0103] In this embodiment, the third input gear 32 is sleeved on and fixedly connected to the engine shaft 3, allowing it to rotate under the drive of the engine shaft 3. The second input gear 31 is connected to the engine shaft 3 via bearings, enabling it to rotate relative to the engine shaft 3. The clutch 6 connects the second input gear 31 and the third input gear 32, facilitating the transmission of the driving force generated by the engine to the second input gear 31 via the third input gear 32, and then to the transmission shaft 4 via the second input gear 31, thus driving the output shaft. By providing the clutch 6, the engine shaft 3 of this application can selectively drive the generator 2 alone or simultaneously drive the generator 2 and the transmission shaft 4, depending on the working conditions.

[0104] A second aspect of this application provides an automobile, which includes a power system comprising a drive motor 1, a generator 2, an engine, a drive shaft 4, and a first output shaft 5.

[0105] The drive motor 1 has a first input shaft 11.

[0106] The first output shaft 5 and the first input shaft 11 are respectively connected to the transmission shaft 4 for transmission.

[0107] The engine has an engine shaft 3, which is connected to the generator 2 and the transmission shaft 4 respectively.

[0108] The first input shaft 11, the engine shaft 3, and the first output shaft 5 are spaced apart circumferentially along the transmission shaft 4.

[0109] It is understandable that the generator 2 is connected to the engine shaft 3, which facilitates the generator 2's conversion of the kinetic energy generated by the engine into electrical energy to power the drive motor 1. The first input shaft 11 is connected to the transmission shaft 4, which facilitates the drive motor 1's output of driving force to the transmission shaft 4. The engine shaft 3 is also connected to the transmission shaft 4, which facilitates the engine's output of driving force to the transmission shaft 4. The transmission shaft 4 is connected to the first output shaft 5, allowing the driving force generated by the drive motor 1 and the engine to be transmitted to the first output shaft 5 via the transmission shaft 4. The first input shaft 11, engine shaft 3, and first output shaft 5 are spaced apart circumferentially along the transmission shaft 4, which is beneficial for both the engine and drive motor 1 to output driving force to the transmission shaft 4, and also allows the drive motor 1 and engine to be arranged close to each other, thus improving the compactness of the power system of this application.

[0110] In the embodiments of this application, both the drive motor 1 and the engine serve as the power source of the power system of this application.

[0111] In this embodiment, the drive motor 1 serves as a power source, which can generate a changing magnetic field using electrical energy. This changing magnetic field drives the first input shaft 11 to rotate, thereby generating driving force. The method of generating the changing magnetic field is prior art and will not be described in detail here.

[0112] In this embodiment, the drive motor 1 has a first input shaft 11. The first input shaft 11 can be connected to the output end of the drive motor 1 to transmit the driving force to the transmission shaft 4.

[0113] The transmission connection between the first input shaft 11 and the output end of the drive motor 1 can be a key connection or a coupling connection. The first input shaft 11 can also be directly used as the output end of the drive motor 1, which rotates under the influence of the changing magnetic field generated by the drive motor 1, thereby driving the drive shaft to rotate and output driving force.

[0114] In addition, a bearing can be installed at the end of the first input shaft 11 away from the drive motor 1 to support the rotation of the first input shaft 11.

[0115] In the embodiments of this application, the engine generally includes a cylinder, a piston, and a crankshaft.

[0116] Fuel can be burned inside the cylinder. The burning fuel drives the piston to move back and forth. The reciprocating piston drives the crankshaft to rotate, thereby generating driving force. The fuel can be gasoline, diesel, or liquid hydrogen.

[0117] In addition, a bearing can be installed at the end of the engine shaft 3 away from the engine to support the rotation of the engine shaft 3.

[0118] In this embodiment, the engine shaft 3 can be a crankshaft, with its portion extending out of the engine and connected to the drive shaft 4. Alternatively, the engine shaft 3 can be a shaft extending out of the engine and connected to the crankshaft.

[0119] In this embodiment of the application, the generator 2 is used to convert the kinetic energy of the engine into electrical energy. It generally has a fixed magnetic field and generates electrical energy by moving within the magnetic field and cutting magnetic field lines.

[0120] The generator 2 can be directly connected to the crankshaft to convert the crankshaft's kinetic energy into electrical energy, or it can be connected to the crankshaft drive through other components to obtain a rotating structure with a lower rotation speed. This rotating structure rotates within the generator 2 to cut magnetic field lines and generate electrical energy.

[0121] Electrical energy can be used to drive motor 1 or stored in a power source to power motor 1 or other working components.

[0122] In this embodiment, the first output shaft 5 and the first input shaft 11 are respectively connected to the transmission shaft 4 for transmission.

[0123] The first input shaft 11 is connected to the transmission shaft 4, which can transmit the driving force to the transmission shaft 4. The first output shaft 5 is connected to the transmission shaft 4, which can output the driving force from the first input shaft 11.

[0124] The transmission shaft 4 can extend the output path between the first input shaft 11 and the first output shaft 5, which is beneficial for arranging the drive motor 1 and the output components and avoids interference between them.

[0125] In addition, the torque of the driving force generated by the drive motor 1 is generally small, while the speed is high. Therefore, the transmission shaft 4 can also reduce the speed and increase the torque of the driving force of the drive motor 1, so as to adapt it to the working conditions of the power system of this application.

[0126] In this embodiment, the engine shaft 3 is connected to the generator 2 and the transmission shaft 4 respectively.

[0127] The engine shaft 3 is connected to the generator 2 via a drive shaft, which transmits the driving force generated by the engine to the generator 2, facilitating the generator 2's conversion of the kinetic energy of the driving force into electrical energy. The engine shaft 3 is also connected to the transmission shaft 4, allowing the driving force generated by the engine to be transmitted to the first output shaft 5 via the transmission shaft 4.

[0128] The drive shaft 4 can extend the output path between the engine shaft 3 and the first output shaft 5, which is beneficial for arranging the engine and output components and avoiding interference between them.

[0129] In addition, the torque generated by the engine is generally small, while the speed is high. Therefore, the drive shaft 4 can also reduce the speed and increase the torque of the engine's driving force, so as to adapt it to the working conditions of the power system of this application.

[0130] The engine shaft 3 is connected to the generator 2 and the drive shaft 4 respectively, meaning that the transmission connections between the engine shaft 3 and the generator 2, and between the engine shaft 3 and the drive shaft 4, are relatively independent. Specifically, the engine shaft 3 can independently drive the generator 2 to generate electrical energy, or it can independently drive the drive shaft 4 to transmit driving force to the first output shaft 5. The engine shaft 3 can simultaneously transmit driving force to both the generator 2 and the drive shaft 4, driving the generator 2 to generate electrical energy while simultaneously driving the drive shaft 4 to transmit driving force to the first output shaft 5.

[0131] In this embodiment, the first input shaft 11, the engine shaft 3, and the first output shaft 5 are spaced apart circumferentially along the transmission shaft 4. This makes full use of the circumferential space of the transmission shaft 4, so as to improve the compactness of the power system of this application and reduce the space it occupies while transmitting driving force and deceleration torque through the transmission shaft 4.

[0132] In this embodiment of the application, the two ends of the first output shaft 5 can be connected to the half shaft to drive the wheels on the half shaft to rotate.

[0133] In some embodiments of this application, as shown in FIG2, the first input shaft 11, the engine shaft 3, the first output shaft 5, and the transmission shaft 4 are arranged in parallel. The first input shaft 11 and the first output shaft 5 form a first included angle α with the transmission shaft 4 as the vertex. The first input shaft 11 and the engine shaft 3 form a second included angle β with the transmission shaft 4 as the vertex. The engine shaft 3 and the first output shaft 5 form a third included angle γ with the transmission shaft 4 as the vertex. The angles of the first included angle α, the second included angle β, and the third included angle γ are all greater than 90° and less than 180°.

[0134] It is understandable that the parallel arrangement of the first input shaft 11, engine shaft 3, first output shaft 5 and transmission shaft 4 is conducive to forming a relatively sufficient space among the three for the corresponding structural arrangement, thereby improving its compactness.

[0135] Among them, the first included angle α, the second included angle β and the third included angle γ are all greater than 90° and less than 180°, so that the transmission shaft 4 is located in the new triangular space enclosed by the first input shaft 11, the engine shaft 3 and the first output shaft 5. This allows for a reasonable allocation of the circumferential space of the first input shaft 11, the engine shaft 3 and the first output shaft 5 in the transmission shaft 4, thereby improving the compactness of the power system of this application while reducing interference between structures related to the first input shaft 11, the engine shaft 3 or the first output shaft 5.

[0136] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the first included angle α takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first input shaft 11 and the plane, and the final side passes through the focus of the axis of the first output shaft 5 and the plane.

[0137] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the second included angle β takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first input shaft 11 and the plane, and the final side passes through the focus of the axis of the engine shaft 3 and the plane.

[0138] In this embodiment of the application, as shown in FIG2, the plane perpendicular to the axis of the transmission shaft 4 is taken as the plane, the third included angle γ takes the intersection of the axis of the transmission shaft 4 and the plane as the vertex, the initial side passes through the intersection of the axis of the first output shaft 511 and the plane, and the final side passes through the focus of the axis of the engine shaft 3 and the plane.

[0139] In the embodiments of this application, the angle of the first included angle α can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0140] In the embodiments of this application, the angle of the second included angle β can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0141] In the embodiments of this application, the angle of the third included angle γ can be 90°, 120° or 135°, or other values ​​between 90° and 180°.

[0142] In this embodiment, the first included angle α is greater than the second included angle β, and the second included angle β is greater than the third included angle γ. It is understood that since the first output shaft 5 and the engine shaft 3 are generally located in a lower position on the vehicle, setting the second included angle β to its minimum is beneficial for reducing their overall height, and consequently, for reducing the height of the vehicle equipped with the powertrain.

[0143] In this embodiment, the first included angle α ranges from 141 to 145°, the second included angle β ranges from 119 to 123°, and the third included angle γ ranges from 94 to 98°. Specifically, the first included angle α can be 143°, the second included angle β can be 121°, and the third included angle γ can be 96°.

[0144] In some embodiments of this application, as shown in FIG3, the first input shaft 11 has a first input gear 111, the engine shaft 3 has a second input gear 31, and the first output shaft 5 has a first output gear 51. The number of teeth of the first output gear 51 is greater than the number of teeth of the second input gear 31, and the number of teeth of the second input gear 31 is greater than the number of teeth of the first input gear 111.

[0145] In this embodiment, the rotational speed of the drive motor 1 is generally much higher than that of the engine. Therefore, setting the number of teeth of the second input gear 31 to be greater than the number of teeth of the first input gear 111 is beneficial for matching the working conditions of the first input gear 111 with those of the drive motor 1 and for matching the working conditions of the second input gear 31 with those of the engine. The first output gear 51 is generally connected to the components that directly drive the vehicle, and its number of teeth is greater than that of the first input gear 111 and the second input gear 31. This is beneficial for increasing the torque transmitted to the first output gear 51, thereby driving the vehicle.

[0146] In this embodiment of the application, the first input shaft 11 and the first input gear 111 can be connected by a key connection or by an integral molding process.

[0147] In this embodiment, the engine shaft 3 and the second input gear 31 can be connected by a key or by an integral molding process.

[0148] In this embodiment, the first output shaft 5 and the first output gear 51 can be connected by a key or by an integral molding process.

[0149] In some embodiments of this application, as shown in FIG3, the drive shaft 4 has a first drive gear 41, which meshes with a first input gear 111, and the number of teeth of the first input gear 111 is less than the number of teeth of the first drive gear 41.

[0150] In this embodiment, the drive shaft 4 meshes with the first input gear 111 via the first transmission gear 41, which allows the driving force generated by the drive motor 1 to be transmitted to the drive shaft 4. The number of teeth on the first input gear 111 is less than the number of teeth on the first transmission gear 41, which is beneficial for the drive shaft 4 to reduce speed and increase torque on the driving force generated by the drive motor 1. This is beneficial for the torque of the driving force generated by the drive motor 1 to match the working state of the first output shaft 5.

[0151] In this embodiment, the drive shaft 4 and the first drive gear 41 can be connected by a key or by an integral molding process.

[0152] In some embodiments of this application, as shown in FIG1, the first transmission gear 41 meshes with the second input gear 31, and the second input gear 31 has more teeth than the first transmission gear 41.

[0153] In this embodiment, the first transmission gear 41 meshes with the second input gear 31, which facilitates the transmission of the driving force generated by the engine to the transmission shaft 4, and outputs it to the first output shaft 5 through the transmission shaft 4.

[0154] The second input gear 31 has more teeth than the first transmission gear 41, which helps the transmission shaft 4 to reduce the driving force of the engine and increase the torque, so as to adapt it to the working conditions of the first output shaft 5.

[0155] In some embodiments of this application, as shown in FIG4, the drive shaft 4 has a second drive gear 42, which meshes with a first output gear 51, and the number of teeth of the first output gear 51 is greater than the number of teeth of the second drive gear 42.

[0156] In this embodiment of the application, the second transmission gear 42 meshes with the first output gear 51, and the first output gear 51 can transmit the driving force from the engine and the drive motor 1 to the first output shaft 5, thereby driving the first output shaft 5 to work.

[0157] The first output gear 51 has more teeth than the second transmission gear 42, which is beneficial for reducing the speed and increasing the torque of the driving force of the transmission shaft 4. This increases the torque of the driving force obtained by the first output shaft 5, and adapts to its working conditions.

[0158] In this embodiment, the drive shaft 4 and the second drive gear 42 can be connected by a key or by an integral molding process.

[0159] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0160] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A power system, wherein, The power system includes a drive motor (1), a generator (2), an engine shaft (3), a transmission shaft (4), and a first output shaft (5), wherein, The drive motor (1) has a first input shaft (11); The first output shaft (5) and the first input shaft (11) are respectively connected to the transmission shaft (4) for transmission. The engine shaft (3) is connected to the generator (2) and the transmission shaft (4) respectively. The first input shaft (11), the engine shaft (3) and the first output shaft (5) are arranged circumferentially along the transmission shaft (4).

2. The power system according to claim 1, wherein, The first input shaft (11), the engine shaft (3), the first output shaft (5), and the transmission shaft (4) are arranged in parallel. The first input shaft (11) and the first output shaft (5) form a first included angle with the transmission shaft (4) as the vertex. The first input shaft (11) and the engine shaft (3) form a second included angle with the transmission shaft (4) as the vertex. The engine shaft (3) and the first output shaft (5) form a third included angle with the transmission shaft (4) as the vertex. The angles of the first included angle, the second included angle, and the third included angle are all greater than 90° and less than 180°.

3. The power system according to claim 2, wherein, The first input shaft (11) has a first input gear (111), the engine shaft (3) has a second input gear (31), and the first output shaft (5) has a first output gear (51), wherein the number of teeth of the first output gear (51) is greater than the number of teeth of the second input gear (31), and the number of teeth of the second input gear (31) is greater than the number of teeth of the first input gear (111).

4. The power system according to claim 3, wherein, The drive shaft (4) has a first drive gear (41) that meshes with the first input gear (111), and the number of teeth of the first input gear (111) is less than the number of teeth of the first drive gear (41).

5. The power system according to claim 4, wherein, The first transmission gear (41) meshes with the second input gear (31), and the second input gear (31) has more teeth than the first transmission gear (41).

6. The power system according to claim 3, wherein, The drive shaft (4) has a second drive gear (42) that meshes with the first output gear (51), and the first output gear (51) has more teeth than the second drive gear (42).

7. The power system according to claim 3, wherein, The generator (2) has a second output shaft (21), which is connected to the engine shaft (3) in a driving manner.

8. The power system according to claim 7, wherein, The second output shaft (21) has a second output gear (211), and the engine shaft (3) has a third input gear (32), which meshes with the second output gear (211).

9. The power system according to claim 8, wherein, The power system also includes a clutch (6), which connects the second input gear (31) and the third input gear (32). The second input gear (31) is sleeved on the engine shaft (3) and connected to the engine shaft (3) by a bearing. The third input gear (32) is sleeved on the engine shaft (3) and fixedly connected to the engine shaft (3).

10. A type of automobile, wherein, The vehicle includes a power system, which includes a drive motor (1), a generator (2), an engine shaft (3), a transmission shaft (4), and a first output shaft (5), wherein, The drive motor (1) has a first input shaft (11); The first output shaft (5) and the first input shaft (11) are respectively connected to the transmission shaft (4) for transmission. Connected; The engine shaft (3) is connected to the generator (2) and the transmission shaft (4) respectively. The first input shaft (11), the engine shaft (3) and the first output shaft (5) are arranged circumferentially along the transmission shaft (4).

11. The automobile according to claim 10, wherein, The first input shaft (11), the engine shaft (3), the first output shaft (5), and the transmission shaft (4) are arranged in parallel. The first input shaft (11) and the first output shaft (5) form a first included angle with the transmission shaft (4) as the vertex. The first input shaft (11) and the engine shaft (3) form a second included angle with the transmission shaft (4) as the vertex. The engine shaft (3) and the first output shaft (5) form a third included angle with the transmission shaft (4) as the vertex. The angles of the first included angle, the second included angle, and the third included angle are all greater than 90° and less than 180°.

12. The automobile according to claim 11, wherein, The first input shaft (11) has a first input gear (111), the engine shaft (3) has a second input gear (31), and the first output shaft (5) has a first output gear (51), wherein the number of teeth of the first output gear (51) is greater than the number of teeth of the second input gear (31), and the number of teeth of the second input gear (31) is greater than the number of teeth of the first input gear (111).

13. The automobile according to claim 12, wherein, The drive shaft (4) has a first drive gear (41) that meshes with the first input gear (111), and the number of teeth of the first input gear (111) is less than the number of teeth of the first drive gear (41).

14. The automobile according to claim 13, wherein, The first transmission gear (41) meshes with the second input gear (31), and the second input gear (31) has more teeth than the first transmission gear (41).

15. The automobile according to claim 13, wherein, The drive shaft (4) has a second drive gear (42) that meshes with the first output gear (51), and the first output gear (51) has more teeth than the second drive gear (42).

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