Power system and vehicle

Abstract

Disclosed are a power system (100) and a vehicle (1000). The power system (100) comprises an engine (1), a transmission shaft (3), a clutch (4) and a power electric motor (5). The engine (1) has an engine output shaft (11); the engine output shaft (11) is arranged perpendicular to a wheel drive shaft (2); and the transmission shaft (3) is in power connection between the engine output shaft (11) and the wheel drive shaft (2). The clutch (4) selectively connects the transmission shaft (3) to the wheel drive shaft (2). The power electric motor (5) is in direct drive connection with the wheel drive shaft (2).

Description

Power system and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202411082865.7, filed on August 08, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a power system and a vehicle. BACKGROUND

[0003] At present, in the power transmission system of a hybrid vehicle, multiple power devices are arranged, such as an engine, an electric motor, and a fuel cell, etc. The hybrid vehicle usually adopts a combination of an engine and an electric motor to output driving force. SUMMARY

[0004] Some embodiments of the present disclosure propose a power system, in which the layout of devices is compact, the occupied space of the power system can be saved, and the space utilization rate is improved.

[0005] Some embodiments of the present disclosure also propose a vehicle.

[0006] In a first aspect, a power system is proposed. The power system comprises an engine, a transmission shaft, a clutch, and a power motor. The engine has an engine output shaft, and the engine output shaft is arranged vertically to a wheel drive shaft. The transmission shaft is power connected between the engine output shaft and the wheel drive shaft. The clutch selectively connects the transmission shaft and the wheel drive shaft. The power motor is directly connected to the wheel drive shaft.

[0007] The layout of devices in the power system according to some embodiments of the present disclosure is compact, the occupied space of the power system can be saved, and the space utilization rate of the power system in the vehicle is improved.

[0008] In some embodiments, both ends of the transmission shaft are respectively provided with a first bevel gear and a second bevel gear. The first bevel gear is power connected to the engine output shaft, and the second bevel gear is power connected to the wheel drive shaft.

[0009] In some embodiments, the engine output shaft is provided with a third bevel gear, and the third bevel gear is engaged with the first bevel gear. The wheel drive shaft is provided with a coaxially arranged fourth bevel gear, and the fourth bevel gear is power connected to the wheel drive shaft through the clutch. The fourth bevel gear is engaged with the second bevel gear.

[0010] In some embodiments, the transmission shaft is arranged vertically to the engine output shaft and the wheel drive shaft, respectively.

[0011] In some embodiments, the power system further comprises a secondary reduction mechanism, which is power connected between the engine output shaft and the wheel drive shaft.

[0012] In some embodiments, the transmission shaft comprises a first transmission shaft and a second transmission shaft. The first transmission shaft has a first end and a second end, and the first end is provided with a first bevel gear, which is power connected with the engine output shaft. The second transmission shaft has a third end and a fourth end, and the third end is provided with a second bevel gear, which is power connected with the clutch. The secondary reduction mechanism is connected between the second end and the fourth end.

[0013] In some embodiments, the secondary reduction mechanism comprises a first reduction gear pair and a second reduction gear pair. The first reduction gear pair is connected with the second end of the first transmission shaft. The second reduction gear pair is power connected between the first reduction gear pair and the fourth end of the second transmission shaft.

[0014] In some embodiments, the first reduction gear pair comprises a first gear and a second gear in meshing, and the first gear is provided at the second end. The second reduction gear pair comprises a third gear and a fourth gear in meshing, the third gear is coaxially connected with the second gear, and the fourth gear is provided at the fourth end.

[0015] In some embodiments, the secondary reduction mechanism comprises a third reduction gear pair, a fourth reduction gear pair and a fifth reduction gear pair. The third reduction gear pair is connected with the second end of the first transmission shaft. The fourth reduction gear pair is connected with the second end of the first transmission shaft. The fifth reduction gear pair is connected with the fourth end of the second transmission shaft, and is selectively power engaged with one of the third reduction gear pair and the fourth reduction gear pair.

[0016] In some embodiments, the secondary reduction mechanism further comprises a power engagement part. The power engagement part is connected with the fifth reduction gear pair, and is provided between the third reduction gear pair and the fourth reduction gear pair, and is selectively power engaged with the third reduction gear pair or the fourth reduction gear pair.

[0017] In some embodiments, the third reduction gear pair includes a fifth gear and a sixth gear engaged, the fifth gear is provided at the second end. The fourth reduction gear pair includes a seventh gear and an eighth gear engaged, the seventh gear is provided at the second end, the sixth gear and the eighth gear are coaxially arranged. The fifth reduction gear pair includes a ninth gear and a tenth gear engaged, the ninth gear is provided at the fourth end, and the tenth gear is connected with the power joint and selectively connected with the sixth gear or the eighth gear through the power joint.

[0018] In some embodiments, the transmission shaft satisfies at least one of the following: the first transmission shaft is arranged perpendicularly to the engine output shaft and the wheel drive shaft, respectively; or, the second transmission shaft is arranged perpendicularly to the engine output shaft and the wheel drive shaft, respectively; or, the first transmission shaft and the second transmission shaft are coaxially arranged.

[0019] In some embodiments, the power system further includes an electronic differential, the electronic differential includes a differential body and a differential gear. The differential body is connected with the wheel drive shaft. The differential gear is connected with the transmission shaft in power, and the clutch selectively connects the differential body and the differential gear in power.

[0020] In some embodiments, the clutch includes a seat ring and a driving ring. The seat ring is provided at the differential body. The driving ring is movably mounted on the seat ring and is configured to connect the seat ring and the differential gear in power.

[0021] In some embodiments, the seat ring includes a shaft sleeve and a flange. The shaft sleeve is connected with the differential body, and the flange is provided radially outside the shaft sleeve and is arranged opposite to the differential gear. The driving ring includes a driving ring body and an engaging tooth, the driving ring body is sleeved on the shaft sleeve. The engaging tooth is connected with the driving ring body and is provided on the side opposite to the flange and the differential gear, and is configured to connect the differential gear in power.

[0022] In some embodiments, the clutch further includes a driving part and a reset member. The driving part is configured to drive the driving ring. The reset member is connected between the seat ring and the driving ring and is configured to drive the driving ring to reset.

[0023] In some embodiments, the engine is configured as a horizontally opposed engine.

[0024] In some embodiments, the power motor is configured as a double motor, and the double motor is arranged below the horizontally opposed engine.

[0025] In some embodiments, the power system further comprises a differential accommodating box. The differential accommodating box is formed with an arrangement space configured to arrange an electronic differential.

[0026] In some embodiments, the differential accommodating box contains a lubricating liquid configured to lubricate the electronic differential.

[0027] In some embodiments, the power system further comprises a generator directly connected with the engine.

[0028] In some embodiments, the generator is located above the differential accommodating box, and the generator is supported on the top of the differential accommodating box.

[0029] In a second aspect, a vehicle is provided. The vehicle comprises the power system as described above.

[0030] Additional aspects and advantages of the present disclosure will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0031] Aspects and advantages of the above described or additional aspects and advantages of at least one of the above described or additional aspects of the present disclosure will become apparent in the following description, which is given for the sake of explanation in conjunction with the accompanying drawings.

[0032] FIG. 1 is a structural diagram of a power system according to some embodiments;

[0033] FIG. 2 is another structural diagram of a power system according to some embodiments;

[0034] FIG. 3 is yet another structural diagram of a power system according to some embodiments;

[0035] FIG. 4 is a schematic diagram of cooperation between a generator and a wheel drive shaft according to some embodiments;

[0036] FIG. 5 is another schematic diagram of cooperation between a generator and a wheel drive shaft according to some embodiments;

[0037] FIG. 6 is a schematic diagram of a power system according to some embodiments;

[0038] FIG. 7 is another schematic diagram of a power system according to some embodiments;

[0039] FIG. 8 is yet another schematic diagram of a power system according to some embodiments;

[0040] FIG. 9 is a schematic diagram of cooperation between a clutch and an electronic differential according to some embodiments;

[0041] FIG. 10 is another schematic diagram of cooperation between a clutch and an electronic differential according to some embodiments;

[0042] FIG. 11 is a sectional view along line A-A in FIG. 10;

[0043] FIG. 12 is a structural diagram of a clutch according to some embodiments;

[0044] FIG. 13 is a structural diagram of a differential gear according to some embodiments;

[0045] FIG. 14 is a block diagram of a vehicle according to some embodiments.

[0046] Reference Signs: vehicle 1000; power system 100; engine 1; engine output shaft 11; third bevel gear 111; wheel drive shaft 2; first drive shaft 21; second drive shaft 22; fourth bevel gear 23; transmission shaft 3; first bevel gear 301; second bevel gear 302; first transmission shaft 31; first end 311; second end 312; second transmission shaft 32; third end 321; fourth end 322; clutch 4; race 41; boss 411; flange 412; limit portion 413; drive plate 42; drive plate main body 421; connecting column 4211; engagement teeth 422; return member 43; power motor 5; first motor 51; second motor 52; secondary reduction mechanism 6; first reduction gear pair 61; first gear 611; second gear 612; second reduction gear pair 62; third gear 621; fourth gear 622; third reduction gear pair 63; fifth gear 631; sixth gear 632; fourth reduction gear pair 64; seventh gear 641; eighth gear 642; fifth reduction gear pair 65; ninth gear 651; tenth gear 652; first synchronization shaft 661; second synchronization shaft 662; first reduction mechanism 67; second reduction mechanism 68; power engagement portion 69; electronic differential 7; differential body 71; differential gear 72; engagement groove 721; differential accommodating box 8; generator 9. DETAILED DESCRIPTION

[0047] Embodiments of the present disclosure are described in detail below with reference to the attached drawings, which are to be considered in conjunction with the entire disclosure and wherein like references symbols designate like or corresponding parts throughout the several views. The embodiments described below are merely exemplary for the purposes of explanation and are not to be construed as limiting the present disclosure.

[0048] A power system 100 according to some embodiments of the present disclosure is described below with reference to FIGS. 1 to 13. Some embodiments of the present disclosure provide a power system 100 that is applied to a vehicle, and the power system 100 can be used to output driving force or to recover energy generated by the vehicle during braking.

[0049] The power system 100 comprises an engine 1, a transmission shaft 3, a clutch 4 and a power motor 5.

[0050] The engine 1 has an engine output shaft 11, and the engine output shaft 11 is arranged vertically to the wheel drive shaft 2. The transmission shaft 3 is power-connected between the engine output shaft 11 and the wheel drive shaft 2, so as to realize power transmission between the engine output shaft 11 and the wheel output shaft through the transmission shaft 3.

[0051] As shown in FIGS. 5, 6, 7 and 8, the clutch 4 selectively connects the transmission shaft 3 and the wheel drive shaft 2, so that the transmission shaft 3 and the wheel drive shaft 2 can be selectively power-connected. When it is required to output driving force through the engine 1 to realize driving of the wheel drive shaft 2, the transmission shaft 3 and the wheel drive shaft 2 are power-engaged through the clutch 4, so as to transmit the power output by the engine 1 to the wheel drive shaft 2.

[0052] In some embodiments, the power motor 5 is directly connected to the wheel drive shaft 2, and driving force can be output to the wheel drive shaft 2 through the power motor 5, so as to drive the wheel drive shaft 2 through the power motor 5.

[0053] As shown in FIG. 3, the engine output shaft 11 and the wheel drive shaft 2 are vertically arranged. That is, the engine output shaft 11 and the wheel drive shaft 2 are spatially orthogonal. The engine output shaft 11 and the wheel drive shaft 2 are arranged in space with a spacing (for example, a vertical direction spacing).

[0054] In some embodiments, for example, the engine output shaft 11 is arranged above the wheel drive shaft 2, in the projection of the power system 100 in the vertical direction (for example, the up-down direction or the height direction), the projection of the engine output shaft 11 can intersect the projection of the wheel drive shaft 2, and the axial direction of the engine output shaft 11 and the axial direction of the wheel drive shaft 2 are perpendicular to each other, so that the engine 1 can be arranged in the upper area of the wheel drive shaft 2.

[0055] The engine output shaft 11 and the wheel drive shaft 2 are power-connected through the transmission shaft 3, so as to meet the arrangement requirement that the engine 1 and the wheel drive shaft 2 are arranged in the vertical direction. In this way, space can be reserved between the engine 1 and the wheel drive shaft 2, and devices such as the power motor 5 can be arranged in the reserved space, so as to make the layout of devices in the power system 100 compact, save the occupied space of the power system 100, and improve the space utilization of the whole vehicle.

[0056] It can be understood that in the power system 100 in some embodiments of the present disclosure, driving force can be output by at least one of the engine 1 and the power motor 5 to realize driving of the wheel drive shaft 2. That is, the power system 100 in some embodiments of the present disclosure is a hybrid power system, and driving of the wheel drive shaft 2 can be realized by the engine 1 and the power motor. For example, when the wheel drive shaft 2 is driven by the engine 1, the clutch 4 power-connects the transmission shaft 3 and the wheel drive shaft 2, and the driving force output by the engine 1 can be transmitted to the wheel drive shaft 2 through the transmission shaft 3 to realize driving of the wheel; when the wheel drive shaft 2 is driven by the power motor 5, the driving force output by the power motor 5 can directly act on the wheel drive shaft 2.

[0057] At present, in the power transmission system of a hybrid electric vehicle, multiple power devices are arranged, such as the engine 1, the motor and the fuel cell, and the hybrid electric vehicle usually adopts a combination of the engine 1 and the motor to output driving force. In the related art, the multiple power sources (such as the engine and the motor) in the power transmission system are arranged unreasonably, occupy a large space, and affect the layout of the power transmission system in the vehicle.

[0058] The device layout in the power system 100 according to some embodiments of the present disclosure is compact, which can save the occupied space of the power system 100 and improve the space utilization of the power system 100 in the vehicle.

[0059] In some embodiments, the transmission shaft 3 can be provided with a first bevel gear 301 and a second bevel gear 302 at two ends thereof. The first bevel gear 301 is power-connected with the engine output shaft 11, and the second bevel gear 302 is power-connected with the wheel drive shaft 2.

[0060] For example, as shown in FIG. 3, the first bevel gear 301 and the second bevel gear 302 are arranged at the axial two ends of the transmission shaft 3, and the first bevel gear 301 and the second bevel gear 302 are respectively power-connected with the engine output shaft 11 and the wheel drive shaft 2, so that the driving force output by the engine output shaft 11 can be transmitted to the wheel drive shaft 2 through the transmission shaft 3.

[0061] As shown in FIG. 3, in some embodiments, the engine output shaft 11 is provided with a third bevel gear 111, and the third bevel gear 111 is in meshing cooperation with the first bevel gear 301. The wheel drive shaft 2 is provided with a fourth bevel gear 23 (such as the differential gear 72 in FIG. 3) arranged coaxially, and the fourth bevel gear 23 is power-connected with the wheel drive shaft 2 through the clutch 4. The fourth bevel gear 23 is in meshing cooperation with the second bevel gear 302. In this way, power transmission between the engine output shaft 11 and the transmission shaft 3, and between the transmission shaft 3 and the wheel drive shaft 2 can be realized. The relationship between the fourth bevel gear 23 and the differential gear 72 will be described later.

[0062] The third bevel gear 111 is fixedly sleeved on the engine output shaft 11, and can rotate synchronously with the engine output shaft 11. Through meshing of the third bevel gear 111 and the first bevel gear 301, the transmission shaft 3 can be driven to rotate around the central axis of the transmission shaft 3, and through meshing of the fourth bevel gear 23 and the second bevel gear 302, the fourth bevel gear 23 can be driven to rotate. When the clutch 4 power-connects the fourth bevel gear 23 to the wheel drive shaft 2, the wheel drive shaft 2 can be driven to rotate.

[0063] It can be understood that, since power transmission is achieved through meshing of the bevel gear pair (i.e., the first bevel gear 301 and the third bevel gear 111) between the engine output shaft 11 and the transmission shaft 3, the power output direction can be adjusted through the bevel gear pair, that is, rotation around the central axis of the engine output shaft 11 is adjusted to rotation around the central axis of the transmission shaft 3. Moreover, since power transmission is achieved through meshing of the bevel gear pair (i.e., the second bevel gear 302 and the fourth bevel gear 23) between the transmission shaft 3 and the wheel drive shaft 2, the power output direction can be adjusted through the bevel gear pair, that is, rotation around the central axis of the transmission shaft 3 is adjusted to rotation around the central axis of the fourth bevel gear 23. Thus, by arranging two sets of bevel gear pairs between the engine output shaft 11 and the wheel drive shaft 2, the power output by the engine 1 can be output to the wheel drive shaft 2 after being reversed twice, so as to meet the power output requirement of the wheel drive shaft 2.

[0064] It should be noted that, in the related art, the engine output shaft 11 of the engine 1 is usually arranged in parallel with the wheel drive shaft 2, and the power motor 5 is also usually arranged in parallel with the wheel drive shaft 2. In this case, due to the size of the engine 1, the engine 1 is prone to interfere with the power motor 5, which is not conducive to arrangement of the engine 1 and the power motor 5, and leads to a relatively dispersed arrangement among the engine 1, the power motor 5 and the wheel drive shaft 2 in the related art, so that the power system 100 needs to occupy a relatively large arrangement space, affecting the space utilization of the vehicle.

[0065] As shown in FIG. 3, in some embodiments of the present disclosure, the engine output shaft 11 and the wheel drive shaft 2 are arranged in a perpendicular arrangement manner, so that the engine 1 can be arranged in an area suitable for avoiding the power motor 5. For example, the engine 1 is arranged above the wheel drive shaft 2 and the power motor 5, so that a space for arranging the power motor 5 can be reserved between the engine 1 and the wheel drive shaft 2, so that the engine 1 and the power motor 5 are arranged compactly, so as to save the occupied space of the power system 100 and improve the space utilization of the vehicle.

[0066] As shown in FIG. 3, in some embodiments, the transmission shaft 3 is arranged perpendicularly to the engine output shaft 11 and the wheel drive shaft 2, respectively. That is, the transmission shaft 3 is perpendicular to the engine output shaft 11, and the transmission shaft 3 is perpendicular to the wheel drive shaft 2. When the engine output shaft 11 and the wheel drive shaft 2 are both arranged in a horizontal direction, the transmission shaft 3 can be arranged in a vertical direction, so as to power-connect the engine output shaft 11 and the wheel drive shaft 2 arranged in a vertical direction through the transmission shaft 3.

[0067] As shown in FIG. 3, in some embodiments, the engine 1 is arranged directly above the wheel drive shaft 2, and the transmission shaft 3 is arranged in a vertical direction. The engine output shaft 11 and the wheel drive shaft 2 are both arranged in a horizontal direction, and the engine output shaft 11 is spatially orthogonal to the wheel drive shaft 2. The upper end of the transmission shaft 3 (e.g., the end of the transmission shaft 3 away from the wheel drive shaft 2) is power-connected to the third bevel gear 111 of the engine output shaft 11 through the first bevel gear 301, and the lower end of the transmission shaft 3 (e.g., the end of the transmission shaft 3 close to the wheel drive shaft 2) is power-connected to the fourth bevel gear 23 through the second bevel gear 302. In this way, the vertical arrangement of the engine 1 and the wheel drive shaft 2 can save the horizontal space occupied by the power system 100. Moreover, the power connection between the engine 1 and the wheel drive shaft 2 through the transmission shaft 3 is compact, so as to further reduce the space occupied by the power system 100 in the vertical direction.

[0068] In some embodiments, at least one pair of the first bevel gear 301 and the third bevel gear 111, and the second bevel gear 302 and the fourth bevel gear 23 is configured as a speed-reducing bevel gear pair, so as to form a speed-reducing mechanism between the engine output shaft 11 and the wheel drive shaft 2, to realize speed-reducing and torque-increasing, and to improve the driving effect of the engine 1 on the wheel drive shaft 2.

[0069] As shown in FIG. 3 and FIG. 4, when the second bevel gear 302 and the fourth bevel gear 23 are configured as a speed-reducing bevel gear pair, a first-stage speed-reducing mechanism can be formed between the engine output shaft 11 and the wheel drive shaft 2, so as to improve the power transmission effect between the engine output shaft 11 and the wheel drive shaft 2.

[0070] It can be understood that the second bevel gear 302 and the fourth bevel gear 23 are arranged close to the wheel drive shaft 2, that is, close to the bottom region of the power system 100, so that there is sufficient arrangement space at the arrangement position of the second bevel gear 302 and the fourth bevel gear 23, and the transmission ratio between the second bevel gear 302 and the fourth bevel gear 23 can be designed according to the transmission requirement. For example, as shown in FIG. 3, the second bevel gear 302 and the fourth bevel gear 23 are configured as a speed-reducing bevel gear pair, that is, the fourth bevel gear 23 has more teeth than the second bevel gear 302.

[0071] As shown in FIG. 7 and FIG. 8, in some embodiments, the power system 100 further comprises a secondary reduction mechanism 6, which is power-connected between the engine output shaft 11 and the wheel drive shaft 2. The driving force delivered by the engine output shaft 11 to the wheel drive shaft 2 is reduced by the secondary reduction mechanism 6, so as to improve the power output effect of the wheel drive shaft 2.

[0072] It should be noted that a multi-stage reduction mechanism can also be arranged between the engine output shaft 11 and the wheel drive shaft 2 to meet the power output requirements of the power system 100.

[0073] As shown in FIG. 5, in some embodiments, the transmission shaft 3 comprises a first transmission shaft 31 and a second transmission shaft 32. The first transmission shaft 31 has a first end 311 and a second end 312, and the first end 311 is provided with a first bevel gear 301. The first bevel gear 301 is power-connected with the engine output shaft 11. The second transmission shaft 32 has a third end 321 and a fourth end 322, and the third end 321 is provided with a second bevel gear 302. The second bevel gear 302 is power-connected with the clutch 4 (such as the fourth bevel gear 23 on the clutch 4), and the secondary reduction mechanism 6 is connected between the second end 312 and the fourth end 322.

[0074] The transmission shaft 3 comprises the first transmission shaft 31 and the second transmission shaft 32, and the first transmission shaft 31 and the second transmission shaft 32 are respectively power-connected with the engine output shaft 11 and the wheel drive shaft 2. The secondary reduction mechanism 6 is power-connected between the first transmission shaft 31 and the second transmission shaft 32. In this way, the power transmission between the first transmission shaft 31 and the second transmission shaft 32 is realized, so that the driving force output by the engine output shaft 11 can be transmitted to the wheel drive shaft 2 after being reduced by the transmission shaft 3 and the secondary reduction mechanism 6, thereby improving the torque output by the wheel drive shaft 2 and further improving the driving effect of the power system 100 on the wheels.

[0075] In this case, the engine output shaft 11 is provided with a third bevel gear 111, which is engaged with the first bevel gear 301. The wheel drive shaft 2 is provided with a fourth bevel gear 23, which is engaged with the second bevel gear 302. In this way, two sets of bevel gear pairs are arranged between the engine output shaft 11 and the wheel drive shaft 2, and the output direction of the driving force can be reversed by the bevel gear pairs, so as to power-connect the engine output shaft 11 and the wheel drive shaft 2 arranged orthogonally in space.

[0076] As shown in FIG. 5, the engine output shaft 11 and the wheel drive shaft 2 are arranged in a vertical direction, and the first transmission shaft 31 connected with the engine output shaft 11 and the second transmission shaft 32 connected with the wheel drive shaft 2 are arranged in the vertical direction. That is, in the power system 100, the first end 311 is the upper end of the first transmission shaft 31, the second end 312 is the lower end of the first transmission shaft 31, the third end 321 is the lower end of the second transmission shaft 32, and the fourth end 322 is the upper end of the second transmission shaft 32. In the vertical direction, the secondary reduction mechanism 6 is arranged between the power connection position of the first transmission shaft 31 and the engine output shaft 11 and the power connection position of the second transmission shaft 32 and the wheel drive shaft 2, so that the transmission mechanism between the engine output shaft 11 and the wheel drive shaft 2 is compact in layout and saves space.

[0077] As shown in FIG. 5 and FIG. 7, in some embodiments, the secondary reduction mechanism 6 includes a first reduction gear pair 61 and a second reduction gear pair 62. The first reduction gear pair 61 is connected with the second end 312 of the first transmission shaft 31, and the second reduction gear pair 62 is connected between the first reduction gear pair 61 and the fourth end 322 of the second transmission shaft 32, so that the reduction function is realized in sequence through the first reduction gear pair 61 and the second reduction gear pair 62, and the power output effect is improved.

[0078] As shown in FIG. 7, in some embodiments, the first reduction gear pair 61 includes a first gear 611 and a second gear 612 in meshing cooperation, and the first gear 611 is arranged at the second end 312 of the first transmission shaft 31. The second reduction gear pair 62 includes a third gear 621 and a fourth gear 622 in meshing cooperation, the third gear 621 is coaxially connected with the second gear 612, and the fourth gear 622 is arranged at the fourth end 322 of the second transmission shaft 32.

[0079] As shown in FIG. 7, the secondary reduction mechanism 6 further includes a first synchronous shaft 661, and the second gear 612 and the third gear 621 are connected through the first synchronous shaft 661, so that the second gear 612 and the third gear 621 can rotate synchronously. The first transmission shaft 31 can drive the first gear 611 to rotate, and the first gear 611 and the second gear 612 are in meshing cooperation to drive the first synchronous shaft 661 and the third gear 621 to rotate. Then, the power is transmitted to the second transmission shaft 32 through the meshing cooperation of the third gear 621 and the fourth gear 622, so that the power is transmitted to the fourth bevel gear 23 through the second transmission shaft 32.

[0080] As shown in FIG. 8, in some embodiments, the secondary reduction mechanism 6 further comprises a power engagement portion 69. The power engagement portion 69 is connected to the fifth reduction gear pair 65, and the power engagement portion 69 is arranged between the third reduction gear pair 63 and the fourth reduction gear pair 64, and the power engagement portion 69 is selectively power engaged with the third reduction gear pair 63 or the fourth reduction gear pair 64. When the transmission ratio of the third reduction gear pair 63 is different from the transmission ratio of the fourth reduction gear pair 64, the power system 100 can have two gears.

[0081] The third reduction gear pair 63 and the fourth reduction gear pair 64 are respectively connected to the first transmission shaft 31, the first transmission shaft 31 can transmit driving force to the third reduction gear pair 63 and the fourth reduction gear pair 64, and the fifth reduction gear pair 65 is connected to the second transmission shaft 32. Thus, when the fifth reduction gear pair 65 is power connected with the third reduction gear pair 63, the driving force can be transmitted to the fifth reduction gear pair 65 through the third reduction gear pair 63, and the driving force can be transmitted to the second transmission shaft 32 through the fifth reduction gear pair 65; when the fifth reduction gear pair 65 is power connected with the fourth reduction gear pair 64, the driving force can be transmitted to the fifth reduction gear pair 65 through the fourth reduction gear pair 64, and the driving force can be transmitted to the second transmission shaft 32 through the fifth reduction gear pair 65.

[0082] As shown in FIG. 8, in some embodiments, the secondary reduction mechanism 6 further comprises a power engagement portion 69. The power engagement portion 69 is connected to the fifth reduction gear pair 65, and the power engagement portion 69 is arranged between the third reduction gear pair 63 and the fourth reduction gear pair 64, and the power engagement portion 69 is selectively power engaged with the third reduction gear pair 63 or the fourth reduction gear pair 64. When the transmission ratio of the third reduction gear pair 63 is different from the transmission ratio of the fourth reduction gear pair 64, the power system 100 can have two gears.

[0083] As shown in FIG. 8, in some embodiments, the third reduction gear pair 63 comprises a fifth gear 631 and a sixth gear 632 in meshing engagement, and the fifth gear 631 is arranged at the second end 312 of the first transmission shaft 31, and the first transmission shaft 31 can drive the fifth gear 631 to rotate synchronously. The fourth reduction gear pair 64 comprises a seventh gear 641 and an eighth gear 642 in meshing engagement, and the seventh gear 641 is arranged at the second end 312 of the first transmission shaft 31, and the first transmission shaft 31 can drive the seventh gear 641 to rotate synchronously. And the sixth gear 632 and the eighth gear 642 are coaxially arranged. The fifth reduction gear pair 65 comprises a ninth gear 651 and a tenth gear 652 in meshing engagement. The ninth gear 651 is arranged at the fourth end 322 of the second transmission shaft 32, and the tenth gear 652 is connected to the power engagement portion 69 to power connect the tenth gear 652 with the sixth gear 632 or the eighth gear 642 through the power engagement portion 69.

[0084] As shown in FIG. 8, the secondary reduction mechanism 6 further comprises a second synchronous shaft 662. The tenth gear 652 is connected to the second synchronous shaft 662, and the sixth gear 632 and the eighth gear 642 are both sleeved on the second synchronous shaft 662. The power engagement part 69 is also arranged on the second synchronous shaft 662. When the power engagement part 69 is power-engaged with the sixth gear 632, the sixth gear 632 can drive the second synchronous shaft 662 and the tenth gear 652 to rotate synchronously, and the power is transmitted to the second transmission shaft 32 through the fifth reduction gear pair 65. When the power engagement part 69 is power-engaged with the eighth gear 642, the eighth gear 642 can drive the second synchronous shaft 662 and the tenth gear 652 to rotate synchronously, and the power is transmitted to the second transmission shaft 32 through the fifth reduction gear pair 65.

[0085] As shown in FIG. 5, in some embodiments, the first transmission shaft 31 is arranged perpendicularly to the engine output shaft 11 and the wheel drive shaft 2, so as to adjust the power output direction of the engine output shaft 11 through the first transmission shaft 31. The second transmission shaft 32 is arranged perpendicularly to the engine output shaft 11 and the wheel drive shaft 2, so as to adjust the power output direction of the power to be transmitted to the wheel drive shaft 2 through the second transmission shaft 32.

[0086] As shown in FIG. 5, in some embodiments, the first transmission shaft 31 and the second transmission shaft 32 are coaxially arranged, and the first transmission shaft 31 and the second transmission shaft 32 are both arranged along the vertical direction. In the height direction, the secondary reduction mechanism 6 is arranged between the first transmission shaft 31 and the second transmission shaft 32, so as to ensure the power transmission effect and make the secondary reduction mechanism 6 cooperate with the transmission shaft 3 compactly, thereby saving the space occupied by the transmission mechanism in the power system 100.

[0087] In some embodiments, as shown in FIGS. 4 to 6, the power system 100 further comprises an electronic differential 7. The electronic differential 7 comprises a differential body 71 and a differential gear 72. The differential body 71 is connected to the wheel drive shaft 2, the differential gear 72 is power-connected to the transmission shaft 3, and the clutch 4 selectively power-engages the differential body 71 and the differential gear 72.

[0088] The differential body 71 is configured to rotate the wheel drive shaft 2 at different rotational speeds, and the transmission shaft 3 can drive the differential gear 72 to rotate. When the differential gear 72 is engaged to the differential body 71 through the clutch 4, the power output by the engine 1 can be transmitted to the wheel drive shaft 2.

[0089] It is to be noted that the fourth bevel gear 23 is integrated on the differential gear 72. That is, the fourth bevel gear 23 is configured as a toothed portion of the differential gear 72 for engaging with the second bevel gear 302 on the drive shaft 3. In this way, the power output direction can be reversed by engaging the differential gear 72 with the second bevel gear 302 on the drive shaft 3.

[0090] As shown in FIGS. 10 and 11, in some embodiments, the clutch 4 includes a race 41 and a drive cup 42. The race 41 is fixed on the differential body 71, and the drive cup 42 is movably mounted on the race 41, and the drive cup 42 is configured to power engage the race 41 with the differential gear 72 to transmit power to the differential body through the differential gear 72.

[0091] The differential gear 72 is hollowed on the wheel drive shaft 2, and the differential gear 72 is driven by the drive shaft 3 and can rotate around the wheel drive shaft 2. When the race 41 is power engaged with the differential gear 72 through the drive cup 42, the differential gear 72 can drive the race 41 to rotate synchronously to transmit power to the differential body 71 through the race 41; when the race 41 is not power engaged with the differential gear 72, the differential gear 72 can be idle on the wheel drive shaft 2.

[0092] As shown in FIG. 11, in some embodiments, the race 41 includes a sleeve 411 and a flange 412. The sleeve 411 is connected with the differential body 71, and the flange 412 is arranged radially outside the sleeve 411, and the flange 412 is arranged opposite to at least part of the differential gear 72.

[0093] The drive cup 42 includes a drive cup body 421 and an engagement tooth 422. The drive cup body 421 is sleeved on the sleeve 411, and the engagement tooth 422 is connected with the drive cup body 421. And the engagement tooth 422 is arranged on the side opposite to the differential gear 72 of the flange 412, and the engagement tooth 422 is configured to selectively power engage with the differential gear 72.

[0094] The drive cup body 421 can slide on the sleeve 411 along the axial direction of the sleeve 411, and the drive cup body 421 can drive the engagement tooth 422 to move synchronously to adjust the position of the engagement tooth 422 relative to the differential gear 72, and selectively power engage with the differential gear 72.

[0095] As shown in FIG. 11, the drive cup body 421 is provided with a connecting column 4211. The connecting column 4211 extends from the drive cup body 421 in the axial direction towards the differential gear 72, and the connecting column 4211 can pass through the flange 412 and be fixedly connected with the engagement tooth 422. A through hole is provided at the flange 412 for the connecting column 4211 to pass through in the axial direction, so as to form a hole structure at the flange 412 suitable for avoiding the connecting column 4211.

[0096] As shown in FIG. 11, FIG. 12 and FIG. 13, the differential gear 72 is provided with an engaging groove 721 on the side opposite to the race 41. The engaging groove 721 is recessed from the side surface of the differential gear 72 opposite to the race 41 to the side away from the race 41. The engaging groove 721 can be insertedly engaged with the engaging teeth 422 to achieve the power engagement between the driving ring 42 and the differential gear 72. That is, when the engaging groove 721 is insertedly engaged with the engaging teeth 422, the differential gear 72 can drive the race 41 to rotate synchronously to transmit power to the differential body 71.

[0097] In some embodiments, as shown in FIG. 10 to FIG. 12, the clutch 4 further comprises a driving part and a reset member 43. The driving part is configured to drive the driving ring 42 to achieve the power engagement between the driving ring 42 and the differential gear 72. The reset member 43 is connected between the race 41 and the driving ring 42 and is configured to drive the driving ring 42 to reset. The driving part can drive the driving ring 42 to move towards the differential gear 72 to achieve the power engagement between the driving ring 42 and the differential gear 72. The reset member 43 can store energy when the driving ring 42 moves towards the differential gear 72 and can be used to drive the driving ring 42 to reset in the direction away from the differential gear 72.

[0098] In some embodiments, the driving part is configured as a yoke. The yoke can be used to drive the driving ring 42 to engage with the differential gear 72.

[0099] In some embodiments, as shown in FIG. 10 and FIG. 11, the reset member 43 is configured as a spring. The spring is sleeved on the connecting column 4211 and the two ends of the spring abut against the driving ring body 421 and the flange 412 respectively. When the driving ring 42 moves towards the differential gear 72, the driving ring body 421 and the flange 412 move closer to each other and compress the spring. The spring has a tendency to drive the driving ring body 421 to move in the direction away from the flange 412.

[0100] In some embodiments, as shown in FIG. 9 and FIG. 11, the race 41 is further provided with a limiting part 413. The limiting part 413 is arranged on the shaft sleeve 411 and is located on the side of the driving ring body 421 away from the flange 412 and is configured to limit the driving ring body 421 to limit the movable range of the driving ring body 421 between the limiting part 413 and the flange 412.

[0101] In some embodiments, the engine 1 is configured as a horizontally opposed engine. The pistons in the horizontally opposed engine are averagely distributed on both sides of the crankshaft and move left and right in the horizontal direction. The torques generated by the pistons on both sides can be offset to each other to reduce the vibration during the vehicle driving and to reduce the height and length dimensions of the engine 1, thereby being beneficial to reduce the height of the gravity center of the whole vehicle and to improve the driving stability of the vehicle.

[0102] It should be noted that the horizontally opposed engine is usually arranged on the center line of the whole vehicle, and accordingly, the crankshaft of the horizontally opposed engine is also located at the center position of the vehicle in the width direction.

[0103] As shown in FIG. 3, in some embodiments, the power motor 5 is configured as a double motor. The double motor is arranged below the horizontally opposed engine, and the double motor is arranged in the space between the engine 1 and the wheel drive shaft 2, and near the wheel drive shaft 2, so that the layout among the double motor, the engine 1 and the wheel drive shaft 2 is compact, and the size of the power system 100 in the vertical direction can be saved.

[0104] As shown in FIGS. 6-8, the double motor includes a first motor 51 and a second motor 52, and the wheel drive shaft 2 includes a first drive shaft 21 and a second drive shaft 22. The first motor 51 is power connected with the first drive shaft 21 and is configured to drive the first drive shaft 21 to rotate. The second motor 52 is power connected with the second drive shaft 22 and is configured to drive the second motor 52 to rotate.

[0105] In some embodiments, a speed reduction mechanism is arranged between the double motor and the wheel drive shaft 2. For example, as shown in FIGS. 6-8, a first speed reduction mechanism 67 is arranged between the first motor 51 and the first drive shaft 21, and a second speed reduction mechanism 68 is arranged between the second motor 52 and the second drive shaft 22. By arranging the speed reduction mechanism, the power output effect of the double motor can be improved.

[0106] It should be noted that each speed reduction mechanism (i.e., the first speed reduction mechanism 67 or the second speed reduction mechanism 68) can be composed of multiple gear pairs to achieve the speed reduction function, and the present disclosure does not limit the configuration of the speed reduction mechanism.

[0107] As shown in FIG. 3, in some embodiments, the power system 100 further includes a differential housing 8. The differential housing 8 forms an arrangement space for arranging the electronic differential 7. And the engine 1 is arranged above the differential housing 8, and the transmission shaft 3 can be arranged in the top wall of the differential housing 8 in the vertical direction and is power connected with the differential gear 72 of the electronic differential 7.

[0108] The top wall of the differential housing 8 can support the engine 1. The engine 1 can be fixedly matched with the top wall of the differential housing 8, so as to arrange the engine 1 in the area above the wheel drive shaft 2, and the engine 1 is arranged near the wheel drive shaft 2.

[0109] In some embodiments, the power motor 5 can be arranged on both sides of the differential housing 8 to arrange the power motor 5 close to the wheel drive shaft 2, so that the layout between the power motor 5 and the wheel drive shaft 2 is compact. For example, as shown in FIG. 3, the power motor 5 is arranged at the side wall of the differential housing 8, and the housing structure of the power motor 5 can be integrated on the differential housing 8. Moreover, the reduction mechanism connected between the power motor 5 and the wheel drive shaft 2 can also be arranged in the accommodation space formed by the side wall of the differential housing 8. In this way, by arranging the power motor 5 at the lateral position of the differential housing 8, the required layout space of the power motor 5 can be saved.

[0110] Here, the power motor 5 includes a first motor 51 and a second motor 52, which can be arranged on both sides of the differential housing 8 and connected with the first drive shaft 21 and the second drive shaft 22 in the wheel drive shaft 2, respectively. In this way, in some embodiments of the present disclosure, the engine 1 is arranged above the differential housing 8, and the power motor 5 is arranged on both sides of the differential housing 8, so that the layout between the devices in the power system 100 is compact, the horizontal space occupied by the power system 100 can be saved, and the overall structure of the power system 100 is square, which facilitates the layout of the power system 100 in the vehicle.

[0111] In some embodiments, the differential housing 8 contains lubricating liquid, which is used to lubricate the electronic differential 7 to prolong the service life of the electronic differential 7.

[0112] As shown in FIG. 3, the electronic differential 7 is arranged in the differential housing 8, and the lubricating liquid can lubricate the electronic differential 7 to prevent the temperature of the electronic differential 7 from being too high and prolong the service life of the electronic differential 7. The differential gear 72 of the electronic differential 7 is engaged with the transmission shaft 3, and the lubricating liquid can also lubricate between the transmission shaft 3 and the differential gear 72.

[0113] As shown in FIGS. 6, 7 and 8, in some embodiments, the power system 100 further includes a generator 9, which is directly connected with the engine 1. In this way, the generator 9 can be driven by the engine 1 to generate electricity, so as to realize the electricity generation function of the generator 9.

[0114] As shown in FIGS. 6, 7 and 8, the generator 9 is connected with the engine output shaft 11. In this way, the generator 9 can generate electricity by using the kinetic energy output by the engine 1 to realize extended-range cruising and improve the cruising ability of the vehicle. Of course, the generator 9 can also output driving force to output power to the transmission shaft 3 through the engine output shaft 11 to realize wheel drive. Moreover, the generator 9 can also be driven by electricity to rotate the engine output shaft 11 to drive the engine 1 to the ignition speed to ignite the engine 1, so as to realize the starting function of the engine 1.

[0115] It can be understood that the power system 100 has two energy feedback modes when the vehicle is in braking condition. The first energy feedback mode is that when the clutch 4 powerfully connects the differential gear 72 with the wheel drive shaft 2, the wheel can drag the wheel drive shaft 2 and drive the generator 9 and the double motor to generate electricity, thereby realizing energy feedback. The second energy feedback mode is that when the clutch 4 disconnects the differential gear 72 from the wheel drive shaft 2, the wheel drags the wheel drive shaft and drives the double motor to generate electricity, thereby realizing energy feedback.

[0116] In some embodiments, as shown in FIGS. 1 and 2, the generator 9 is located above the differential housing 8, and the top of the differential housing 8 is used to support the generator 9. In this way, the generator 9 can be supported and fixed by the differential housing 8, so as to be arranged at a position suitable for cooperating with the engine 1 (such as the above-mentioned horizontally opposed engine).

[0117] As shown in FIGS. 3 and 4, in some embodiments, the generator 9 is arranged on one side of the engine 1 in the axial direction, and the engine 1 and the generator 9 are both arranged above the transmission shaft 3, so that the engine 1 and the generator 9 can be arranged in the upper area of the electronic differential 7, and the transmission shaft 3 can be arranged above the middle part of the wheel drive shaft 2, i.e., above the upper area of the electronic differential 7. In this way, the engine output shaft 11 can be powerfully connected with the electronic differential 7 through the transmission shaft 3 and the transmission mechanism (such as the above-mentioned two-stage reduction mechanism 6).

[0118] Therefore, in the power system 100, the engine 1 and the generator 9 are both arranged above the differential housing 8, and the engine output shaft 11 of the engine 1 is connected with the generator 9, so that the engine 1 can be driven to realize the electricity generation function of the generator 9, and the generator 9 can drive the engine output shaft 11 to rotate to realize the ignition function of the engine 1. The engine 1 and the generator 9 are arranged compactly, so that the overall structure of the power system 100 is square, and the power system 100 is convenient to arrange in the whole vehicle.

[0119] Referring to FIGS. 1 to 8, various power modes of the power system 100 according to some embodiments of the present disclosure are described as follows:

[0120] (1) Power motor 5 driving mode

[0121] The clutch 4 remains disconnected, and the first motor 51 and the second motor 52 drive the first drive shaft 21 and the second drive shaft 22 to rotate through the first reduction mechanism 67 and the second reduction mechanism 68, respectively, to drive the vehicle to travel.

[0122] In this mode, the first drive shaft 21 and the second drive shaft 22 are driven by the first motor 51 and the second motor 52 respectively, so that the first drive shaft 21 and the second drive shaft 22 can realize differential motion. The electronic differential 7 is driven by the first drive shaft 21 and the second drive shaft 22 to idle.

[0123] (2) First energy recovery mode

[0124] The clutch 4 is kept disconnected. When the vehicle brakes, the two wheels connected at both ends of the wheel drive shaft 2 respectively drag the first drive shaft 21 and the second drive shaft 22 in reverse, and drive the first motor 51 and the second motor 52 to rotate for power generation, thereby realizing the energy feedback function of the power system 100.

[0125] (3) Second energy recovery mode

[0126] The clutch 4 is engaged. When the vehicle brakes, the two wheels connected at both ends of the wheel drive shaft 2 respectively drag the first drive shaft 21 and the second drive shaft 22 in reverse, and drive the generator 9, the first motor 51 and the second motor 52 to rotate for power generation, thereby realizing the energy feedback function of the power system 100.

[0127] (4) Engine 1 starting mode

[0128] The clutch 4 is kept disconnected, the generator 9 consumes electric energy to rotate, and the engine output shaft drives the engine 1 to the ignition speed, so that the engine 1 is ignited, thereby realizing the starting function of the engine 1.

[0129] (5) First drive mode

[0130] The clutch 4 is kept disconnected, and the engine 1 is in the starting condition. And the engine 1 rotates to drive the generator 9 to generate power, and the electric energy can be stored in the battery of the vehicle or supplied to the power motor 5.

[0131] In this mode, the wheel drive shaft 2 can be driven by the power motor 5 to realize the power motor 5 driving mode.

[0132] (6) Second drive mode

[0133] The clutch 4 is engaged, the engine 1 is in the starting condition, and the generator 9 and the power motor 5 are in the power-off state to idle. In this case, the engine 1 outputs power to the wheel drive shaft 2 through the transmission mechanism (such as the transmission shaft 3 and the secondary reduction mechanism 6), thereby driving the vehicle to run.

[0134] (7) Third drive mode

[0135] The clutch 4 is engaged, the engine 1 is in the starting mode, the generator 9 is in the power-off state and idles, and the power motor 5 consumes electric energy to work. In this case, the engine 1, the first motor 51 and the second motor 52 jointly drive the wheel drive shaft 2, thereby driving the vehicle to travel.

[0136] (8) The fourth driving mode

[0137] The clutch 4 is engaged, the engine 1 is in the starting mode, the generator 9 and the power motor 5 consume electric energy to work. In this case, the generator 9, the first motor 51 and the second motor 52 jointly drive the wheel drive shaft 2, thereby driving the vehicle to travel.

[0138] It should be noted that the power modes that can be implemented by the power system 100 in some embodiments of the present disclosure are not limited to this, and can also be controlled and adjusted according to the use requirements of the vehicle, which is not limited herein.

[0139] Some embodiments of the present disclosure also provide a vehicle. As shown in FIG. 14, the vehicle 1000 includes the power system 100 described above. The plurality of power sources (such as the engine 1, the generator 9 and the power motor 5) in the power system 100 are arranged around the differential housing 8, so that the entire power system 100 is structured and arranged, facilitating the arrangement of the power system 100 in the vehicle. Moreover, the layout between the devices is compact, which can save the arrangement space required by the power system 100 and improve the space utilization of the vehicle. In addition, the power system 100 has multiple driving modes, which can improve the endurance of the vehicle and improve the use effect of the vehicle.

[0140] In the description of the present disclosure, it should be understood that the orientations or positional relationships indicated by the terms “center”, “length”, “width”, “thickness”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “axial”, “radial” and the like are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present disclosure.

[0141] In the description of the present disclosure, “a plurality of” means two or more.

[0142] In the description of the present disclosure, the first feature “above” or “below” the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them.

[0143] In the description of the disclosure, "on", "above", and "over" of a first feature to a second feature include the first feature directly on, above, and over the second feature, or just mean the first feature is horizontally higher than the second feature.

[0144] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In the present specification, the exemplary description of the above terms does not necessarily mean the same embodiment or example. Also, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0145] "A, B, and C at least one of" has the same meaning as "at least one of A, B, or C", and includes the following combinations of A, B, and C: only A, only B, only C, a combination of A and B, a combination of A and C, a combination of B and C, and a combination of A, B, and C.

[0146] Although the embodiments of the present disclosure have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and alterations can be made without departing from the principles and spirit of the present disclosure, and the scope of the present disclosure is defined by the claims and their equivalents.

Claims

1. A power system (100), comprising: an engine (1) having an engine output shaft (11) arranged perpendicularly to a wheel drive shaft (2); a transmission shaft (3) power connected between the engine output shaft (11) and the wheel drive shaft (2); a clutch (4) selectively connecting the transmission shaft (3) and the wheel drive shaft (2); and a power motor (5) directly connected to the wheel drive shaft (2). Both ends of the transmission shaft (3) are respectively provided with a first bevel gear (301) and a second bevel gear (302), the first bevel gear (301) is power connected to the engine output shaft (11), and the second bevel gear (302) is power connected to the wheel drive shaft (2).

2. The powertrain system (100) of claim 1, wherein, The engine output shaft (11) is provided with a third bevel gear (111) engaged with the first bevel gear (301); 3. The powertrain system (100) of claim 2, wherein, The wheel drive shaft (2) is provided with a coaxially arranged fourth bevel gear (23) power connected to the wheel drive shaft (2) through the clutch (4), and the fourth bevel gear (23) is engaged with the second bevel gear (302). The transmission shaft (3) is arranged perpendicularly to the engine output shaft (11) and the wheel drive shaft (2) respectively.

4. The powertrain system (100) of claim 3, wherein, 5. The power system (100) according to claim 1, further comprising a secondary reduction mechanism (6) power connected between the engine output shaft (11) and the wheel drive shaft (2). The transmission shaft (3) comprises:

6. The powertrain system (100) of claim 5, wherein, a first transmission shaft (31) having a first end (311) provided with a first bevel gear (301) power connected to the engine output shaft (11) and a second end (312); and a second transmission shaft (32) having a third end (321) provided with a second bevel gear (302) power connected to the clutch (4) and a fourth end (322); wherein the secondary reduction mechanism (6) is connected between the second end (312) and the fourth end (322). The secondary reduction mechanism (6) comprises:

7. The powertrain system (100) of claim 6, wherein, a first reduction gear pair (61) connected to the second end (312) of the first transmission shaft (31); and a second reduction gear pair (62) power connected between the first reduction gear pair (61) and the fourth end (322) of the second transmission shaft (32). The first reduction gear pair (61) comprises a first gear (611) and a second gear (612) engaged, and the first gear (611) is arranged at the second end (312).

8. The powertrain system (100) of claim 7, wherein, ​ The second reduction gear pair (62) comprises a third gear (621) and a fourth gear (622) engaged, the third gear (621) is coaxially connected with the second gear (612), and the fourth gear (622) is arranged at the fourth end (322).

9. The powertrain system (100) of claim 6, wherein, The secondary reduction mechanism (6) comprises: A third reduction gear pair (63) connected with the second end (312) of the first transmission shaft (31); A fourth reduction gear pair (64) connected with the second end (312) of the first transmission shaft (31); and A fifth reduction gear pair (65) connected with the fourth end (322) of the second transmission shaft (32) and selectively power-connected with one of the third reduction gear pair (63) and the fourth reduction gear pair (64).

10. The powertrain system (100) of claim 9, wherein, The secondary reduction mechanism (6) further comprises a power engagement part (69) connected with the fifth reduction gear pair (65) and arranged between the third reduction gear pair (63) and the fourth reduction gear pair (64), and selectively power-connected with the third reduction gear pair (63) or the fourth reduction gear pair (64).

11. The powertrain system (100) of claim 10, wherein, The third reduction gear pair (63) comprises a fifth gear (631) and a sixth gear (632) engaged, the fifth gear (631) is arranged at the second end (312); The fourth reduction gear pair (64) comprises a seventh gear (641) and an eighth gear (642) engaged, the seventh gear (641) is arranged at the second end (312), and the sixth gear (632) and the eighth gear (642) are coaxially arranged; The fifth reduction gear pair (65) comprises a ninth gear (651) and a tenth gear (652) engaged, the ninth gear (651) is arranged at the fourth end (322), and the tenth gear (652) is connected with the power engagement part (69) and selectively power-connected with the sixth gear (632) or the eighth gear (642) through the power engagement part (69).

12. The powertrain system (100) according to any one of claims 6 to 11, wherein, The transmission shaft (3) satisfies at least one of the following: The first transmission shaft (31) is arranged perpendicularly to the engine output shaft (11) and the wheel drive shaft (2) respectively; or The second transmission shaft (32) is arranged perpendicularly to the engine output shaft (11) and the wheel drive shaft (2) respectively; or The first transmission shaft (31) and the second transmission shaft (32) are coaxially arranged.

13. The power system (100) according to any one of claims 1 to 12, further comprising an electronic differential (7), the electronic differential (7) comprising: a differential body (71) connected with the wheel drive shaft (2); and a differential gear (72) power-connected with the transmission shaft (3), and the clutch (4) selectively power-engages the differential body (71) and the differential gear (72).

14. The powertrain system (100) of claim 13, wherein, The clutch (4) comprises: A seat ring (41) is provided on the differential body (71); and A drive ring (42) is movably mounted on the seat ring (41) and is configured to power engage the seat ring (41) with the differential gear (72).

15. The powertrain system (100) of claim 14, wherein, The seat ring (41) comprises a sleeve (411) connected with the differential body (71) and a flange (412) provided on the radial outer side of the sleeve (411) and arranged opposite to the differential gear (72). The drive ring (42) comprises a drive ring body (421) sleeved on the sleeve (411) and engagement teeth (422) connected with the drive ring body (421) and arranged on the side opposite to the flange (412) and the differential gear (72) and configured to power engage the differential gear (72).

16. The power system (100) according to claim 14 or 15, wherein The clutch (4) further comprises: A driving part configured to drive the drive ring (42); and A reset member (43) connected between the seat ring (41) and the drive ring (42) and configured to drive the drive ring (42) to reset.

17. The powertrain system (100) of any one of claims 1 to 16, wherein, The engine (1) is configured as a horizontally opposed engine.

18. The power system (100) of claim 17, wherein, The power motor (5) is configured as a double motor arranged below the horizontally opposed engine.

19. The power system (100) according to any one of claims 1 to 18, further comprising a differential housing (8) formed with an arrangement space configured to arrange an electronic differential (7).

20. The powertrain system (100) of claim 19, wherein, The differential housing (8) contains lubricating liquid configured to lubricate the electronic differential (7).

21. The power system (100) according to claim 19 or 20, further comprising a generator (9) directly connected with the engine (1).

22. The powertrain system (100) of claim 21, wherein, The generator (9) is located above the differential housing (8) and supported on the top of the differential housing (8).

23. A vehicle (1000) comprising the power system (100) according to any one of claims 1 to 22.

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