CN108001205B

CN108001205B - Power transmission system and vehicle with same

Info

Publication number: CN108001205B
Application number: CN201610934030.9A
Authority: CN
Inventors: 廉玉波; 凌和平; 卢彩元; 翟震; 徐友彬
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2016-10-31
Filing date: 2016-10-31
Publication date: 2020-07-10
Anticipated expiration: 2036-10-31
Also published as: CN108001205A

Abstract

The invention discloses a power transmission system and a vehicle with the same, wherein the power transmission system comprises: an engine; a first motor generator unit; the second motor generator is directly or selectively in power coupling connection with the engine; a system power output; a first mode switching device, wherein at least one of the engine and the first motor generator unit is connected or disconnected to the system power output by the first mode switching device; and the engine and the first mode conversion device are in power coupling connection through the second mode conversion device, so that the power from the engine is output to the first mode conversion device after the speed of the power is reduced through the second mode conversion device. Therefore, the driving modes of the vehicle can be enriched, and the vehicle can adapt to different road conditions.

Description

Power transmission system and vehicle with same

Technical Field

The invention relates to the technical field of vehicles, in particular to a power transmission system of a vehicle and the vehicle with the power transmission system.

Background

With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.

However, in the related art known by the inventor, some hybrid vehicles have few driving modes and low driving transmission efficiency, and cannot meet the requirement of the vehicle for adapting to various road conditions, especially after the hybrid vehicle is fed (when the battery power is insufficient), the power performance and the passing capacity of the whole vehicle are insufficient. In addition, in order to realize the parking power generation working condition, a transmission mechanism needs to be additionally added, the integration level is low, and the power generation efficiency is low.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, the invention provides the power transmission system of the vehicle, which has multiple driving modes and can effectively adjust the power output to the wheels, so that the vehicle can adapt to various road conditions.

The invention further provides a vehicle.

The power transmission system of a vehicle according to the present invention includes: an engine; a first motor generator unit; a second motor generator in direct or selective power coupling connection with the engine; a system power output; a first mode switching device, wherein at least one of the engine and the first motor generator unit is power-coupled to or disconnected from the system power output through the first mode switching device; and the engine and the first mode conversion device are in power coupling connection through the second mode conversion device, so that the power from the engine is output to the first mode conversion device after the speed of the engine is reduced through the second mode conversion device.

According to the power transmission system of the vehicle, the second mode conversion device is arranged, so that the driving modes of the vehicle can be enriched, the economical efficiency and the dynamic property of the vehicle can be improved, the vehicle can adapt to different road conditions, the trafficability and the difficulty-escaping capability of the vehicle can be obviously improved, and the driving experience of a driver can be improved. And through this second mode switching device, not only can adjust the rotational speed and the moment of torsion of the switching device output part, can also realize the function of parking electricity generation. The parking power generation system has the advantages that when the first motor generator is driven and fed back, power transmission is direct, transmission efficiency is high, and switching of the parking power generation mode is simple and reliable. The design of the power transmission system enables the control of each driving mode to be relatively independent, and the power transmission system is compact in structure and easy to realize.

The vehicle comprises the power transmission system of the vehicle.

Drawings

1-2 are schematic diagrams of a powertrain according to an embodiment of the present invention;

fig. 3 to 38 are schematic structural views of the power transmission system according to the embodiment of the invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In a hybrid vehicle, the vehicle may be provided with a plurality of systems, for example, a power transmission system 1000, the power transmission system 1000 may be used for driving front wheels or rear wheels of the vehicle, and the power transmission system 1000 is described in detail below by taking the example that the power transmission system 1000 drives the front wheels of the vehicle as an example, of course, the power transmission system 1000 may also be combined with other driving systems to drive the rear wheels of the vehicle to rotate, so that the vehicle is a four-wheel drive vehicle, and the other systems may be an electric driving system 700.

The power transmission system 1000 according to the embodiment of the invention is described in detail below with reference to the drawings.

As shown in fig. 1-2, the power transmission system 1000 may include an engine 100, a first motor generator unit 300, a second motor generator 600, a system power output 401, a first mode conversion device 402, a second mode conversion device 403, although the power transmission system 1000 may also include other mechanical components, such as a speed change unit 200, a first clutch device 202, a second clutch device L2, and the like.

According to a preferred embodiment of the present invention, as shown in fig. 3-38, the first clutch device 202 selectively power-couples the engine 100 and the system power output 401. Specifically, the first clutch device 202 selectively power couples the engine 100 and the first converter input 4020 of the first mode converter 402.

As shown in fig. 3 to 20, second motor generator 600 is directly power-coupled to engine 100. That is, the power of engine 100 may be directly transmitted to second motor generator 600 for second motor generator 600 to generate electric power. The power of second motor generator 600 may be directly transmitted to engine 100 for starting engine 100, in which case second motor generator 600 is used as a starter.

There are various arrangements of the second motor generator 600, for example, as shown in fig. 3 to 20, the second motor generator 600 may be provided coaxially with the engine 100, and the first clutch device 202 is provided between the second motor generator 600 and the transmission unit 200. The second motor generator 600 and the engine 100 coaxially provided have high transmission efficiency, short transmission path, convenient arrangement and high parking power generation efficiency.

As another example, as shown in fig. 21 to 38, the second motor generator 600 may be arranged in parallel with the engine 100. The first clutch device 202 is provided between the engine 100 and the transmission unit 200.

The first clutch device 202 may include a driving portion and a driven portion, the driven portion is selectively engaged with the driving portion, the second motor generator 600 may be driven by the transmission assembly in cooperation with the driving portion of the first clutch device 202, so that a direct power coupling connection between the second motor generator 600 and the engine 100 may be achieved, and the second motor generator 600 may be arranged in parallel with the engine 100. The driven portion may be in power coupling connection with the first conversion device input 4020, the first conversion device input 4020 being in selective power coupling connection with the system power output 401, and in particular, the driven portion may be in power coupling connection with the transmission power input of the transmission unit 200. The transmission assembly may be constructed with a gear structure.

The first clutch device 202 may have input external teeth Z602 on its input, and the second motor generator 600 is interlocked with the input external teeth Z602. A motor shaft of the second motor generator 600 is provided with a gear Z601, and the gear Z601 meshes with the input-side external teeth Z602. The gear Z601 and the input external teeth Z602 constitute the transmission assembly described above.

Thus, the power of the engine can be transmitted to the second motor generator 600 through the input and output external teeth Z602, so that the second motor generator 600 can be used as a generator for parking power generation. Therefore, second motor generator 600 is arranged at a reasonable position, and transmission between second motor generator 600 and engine 100 is facilitated and transmission efficiency is high.

Second motor generator 600 may also be selectively power-coupled with engine 100.

As shown in fig. 1 to 13, first clutch device 202 is provided between second motor generator 600 and system power output portion 401, and if power transmission system 100 has transmission unit 200, first clutch device 202 is provided between second motor generator 600 and transmission unit 200 for selectively power-coupling second motor generator 600 and first conversion device input portion 4020, second motor generator 600 is provided between engine 100 and transmission unit 200, and one end of second motor generator 600 is selectively power-coupled to engine 100, for example, one end of second motor generator 600 is selectively power-coupled to engine 100, and the other end of second motor generator 600 is selectively power-coupled to transmission unit 200 through first clutch device 202. The second motor generator 600 is coaxially connected to the driving part of the first clutch device 202, i.e. the second motor generator 600 is coaxially disposed with the driving part of the first clutch device 202 and connected to each other, for example, the second motor generator 600 may be coaxially fixed to the driving part of the first clutch device 202, or the second motor generator 600 may be coaxially connected to the driving part of the first clutch device 202 through a shaft; the driven portion is power-coupled with the transmission unit 200 such that the driven portion is power-coupled with the first conversion device input 4020.

As shown in FIG. 1, the second motor generator 600 is connected between the engine 100 and the system power output portion 401, and a second clutch L2 may be provided between the second motor generator 600 and the engine 100 to selectively couple the second clutch L2 to the engine 100 and the second motor generator 600 in a power coupling manner.A second clutch L2 may be a single clutch that can control the disconnection of the engagement between the engine 100 and the second motor generator 600 and can control the disconnection of the engagement between the engine 100 and the input terminals of the double clutch.A parking power generation state of the second motor generator 600 can be reasonably controlled by providing the second clutch L2, so that the power transmission system 1000 can be made simple in structure and the driving mode switching can be reliable.

The second clutch L2 is preferably built into the rotor of the second motor generator 600. this allows for a better reduction in the axial length of the drive train 1000, which in turn allows for a reduction in the size of the drive train 1000 and increases the flexibility of the arrangement of the drive train 1000 in the vehicle.

Preferably, the engine 100, the second clutch L2 and the input of the dual clutch are coaxially arranged, which results in a compact and small powertrain 1000.

It should be noted that, with regard to the power transmission system 1000 of the above three embodiments, in the axial direction, the second motor generator 600 is located between the engine 100 and the first clutch device 202, so that the axial length of the power transmission system 1000 can be effectively reduced, the position arrangement of the second motor generator 600 can be made reasonable, and the structural compactness of the power transmission system 1000 can be improved.

A transmission unit 200 may be provided between the engine and the first mode conversion device 402, and a power transmission system 1000 including the transmission unit 200 will be described as an example.

The transmission unit 200 is adapted to be selectively coupled with the engine 100, and as shown in fig. 1-2, the engine 100 and the transmission unit 200 may be axially connected, wherein a first clutch device 202 may be disposed between the engine 100 and the transmission unit 200, and the first clutch device 202 may control an engaged and disengaged state between the engine 100 and the transmission unit 200. It is understood that the engine 100 may also output power to the system power output portion 401 through the transmission unit 200.

The transmission unit 200 may be a transmission, but the present invention is not limited thereto, and the transmission unit 200 may have other structures, such as a gear reduction structure.

The transmission unit 200 is an example of a transmission, and will be described in detail below. The transmission unit 200 can have various arrangements, and changes of the input shaft, the output shaft and the gears can form a new transmission unit 200, which is described in detail below by taking the transmission unit 200 in the power transmission system 1000 shown in fig. 3 as an example.

As shown in fig. 3, the shifting unit 200 may include: a transmission power input portion selectively engageable with engine 100, a transmission power output portion, and a transmission unit output portion 201, transmission unit 200 being capable of transmitting power generated by engine 100 when the transmission power input portion is engaged with engine 100. The first clutch device 202 may include an input connected to the engine 100 and an output connected to the variable speed power input, the engine 100 and the variable speed power input being engaged to transmit power when the input and output are engaged.

The shifting power output portion is configured and adapted to output power from the shifting power input portion to the shifting unit output portion 201 through synchronization of the shifting unit synchronizer, the shifting unit output portion 201 being in power coupling connection with the first mode switching device 402, the shifting power output portion being in power coupling connection with the second mode switching device 403.

Specifically, as shown in FIG. 3, the transmission power input may include at least one input shaft, each of which is selectively engageable with the engine 100, with at least one drive gear disposed thereon.

The speed change power output portion includes: at least one output shaft, each adapted to be selectively power coupled to a corresponding input shaft, for example, each output shaft having at least one driven gear thereon, the driven gear being meshed with a corresponding drive gear, such that power from the engine 100 may be output to the transmission unit output 201, one of the output shafts being selectively power coupled to the second mode switching device 403.

The transmission unit output 201 is at least one final drive gear Z fixed to at least one output shaft in a one-to-one correspondence. That is, the transmission unit output portion 201 may be an output gear on an output shaft, which may be fixed on a corresponding output shaft, the output gear being engaged with a final drive driven gear for power transmission.

Wherein the input shaft can be a plurality of, and a plurality of input shafts are nested coaxially in turn, engine 100 can be selectively engaged with one of the plurality of input shafts when engine 100 is transmitting power to the input shaft. By coaxially nesting the plurality of input shafts, the transmission unit 200 can be arranged compactly, with a small axial length and a small radial dimension, and the structural compactness of the transmission unit 200 can be improved.

For example, as shown in fig. 3, the transmission unit 200 may be a six-speed transmission unit, and the transmission power input portion may include: the first clutch device 202 may be a dual clutch having an input, a first output, and a second output, the input being selectively engageable with at least one of the first output and the second output. That is, the input may engage the first output, or the input may engage the second output, or the input may engage both the first output and the second output. The first output end is connected with the first input shaft I, and the second output end is connected with the second input shaft II.

The first input shaft i and the second input shaft ii are respectively and fixedly provided with at least one driving gear, specifically, as shown in fig. 3, the first input shaft i is provided with a first-gear driving gear 1Ra, a third-gear driving gear 3a and a fifth-gear driving gear 5a, and the second input shaft ii is provided with a second-gear driving gear 2a and a fourth-sixth-gear driving gear 46 a. The second input shaft II is sleeved on the first input shaft I, so that the axial length of the power transmission system 1000 can be effectively shortened, and the space occupied by the power transmission system 1000 in a vehicle can be reduced. The above-mentioned fourth-sixth gear driving gear 46a means that the gear can be used as both the fourth gear driving gear and the sixth gear driving gear, so that the axial length of the second input shaft ii can be shortened, and the size of the power transmission system 1000 can be reduced.

The arrangement sequence of the plurality of gear driving gears is two-gear driving gear 2a, four-sixth gear driving gear 46a, three-gear driving gear 3a, first gear driving gear 1Ra and fifth gear driving gear 5a according to the distance from the engine. Through the position of a plurality of fender position driving gears of rational arrangement, can be so that the position of a plurality of fender position driven gears and a plurality of output shaft arranges rationally to can make power transmission system 1000 simple structure, it is small.

The output shaft includes: the first output shaft III and the second output shaft IV are respectively sleeved with at least one driven gear in an empty mode, the first output shaft III is provided with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4b in an empty mode, and the second output shaft IV is provided with a fifth-gear driven gear 5b and a sixth-gear driven gear 6b in an empty mode. One of them keeps off driving gear 1Ra and one keeps off driven gear 1b meshing, and two keep off driving gear 2a and two keep off driven gear 2b meshing, and three keep off driving gear 3a and three keep off driven gear 3b meshing, and four-sixth keep off driving gear 46a and four-sixth keep off driven gear 4b meshing, and five keep off driving gear 5a and five keep off driven gear 5b meshing, and four-sixth keep off driving gear 46a and six keep off driven gear 6b meshing. Wherein, one of the output shafts may be a first output shaft iii.

A third speed synchronizer S13 is provided between the first speed driven gear 1b and the third speed driven gear 3b, and the third speed synchronizer S13 can be used for synchronizing the first speed driven gear 1b and the first output shaft iii, and can be used for synchronizing the third speed driven gear 3b and the first output shaft iii.

A second-fourth synchronizer S24 is provided between the second-gear driven gear 2b and the fourth-gear driven gear 4b, and the second-fourth synchronizer S24 may be used to synchronize the second-gear driven gear 2b and the first output shaft iii, and may be the same as synchronizing the fourth-gear driven gear 4b and the first output shaft iii.

A fifth-speed synchronizer S5 is provided at one side of the fifth-speed driven gear 5b, and the fifth-speed synchronizer S5 can be used to synchronize the fifth-speed driven gear 5b and the second output shaft iv. A sixth speed synchronizer S6R is provided at one side of the sixth speed driven gear 6b, and the sixth speed synchronizer S6R can be used to synchronize the sixth speed driven gear 6b and the second output shaft iv.

A reverse driven gear Rb is provided on one of the output shafts, and a reverse synchronizer for engaging the reverse driven gear Rb is provided on the corresponding one of the output shafts. A reverse driven gear Rb is provided on the second output shaft iv and a reverse synchronizer on the second output shaft iv can be used to synchronize the reverse driven gear Rb with the second output shaft iv, as shown in fig. 4.

Further, the power transmission system 1000 may further include: the transmission countershaft V can be fixed on and be provided with first reverse gear intermediate gear Rm1 and second reverse gear intermediate gear Rm2, and first reverse gear intermediate gear Rm1 meshes with one of them fender position driving gear (promptly driving gear), and second reverse gear intermediate gear Rm2 meshes with reverse gear driven gear Rb. One of the gear driving gears can be a first gear driving gear 1Ra, power transmitted to the first gear driving gear 1Ra can be transmitted to a transmission intermediate shaft V through a first reverse gear intermediate gear Rm1, the transmission intermediate shaft V can transmit power to a reverse gear driven gear Rb through a second reverse gear intermediate gear Rm2, the reverse gear driven gear Rb can transmit power to a second output shaft IV through a reverse gear synchronizer, the second output shaft IV can transmit power to a main reducer driven gear Z 'through a second output shaft IV output gear, and the main reducer driven gear Z' can be transmitted to wheels on two sides through a system power output part 401 to drive a vehicle to move. That is, the first output gear and the second output gear may be a final drive gear Z, respectively, which is engaged with a final drive driven gear Z'.

Because the reverse gear driven gear Rb is sleeved on the second output shaft IV, the reverse gear driven gear Rb and another adjacent gear driven gear can share the reverse gear synchronizer. This can save the number of synchronizers disposed on the second output shaft iv, so that the axial length of the second output shaft iv can be shortened, and the cost of the power transmission system 1000 can be reduced. For example, the other gear driven gear may be the six-gear driven gear 6b, in other words, the reverse synchronizer may constitute the six-gear synchronizer S6R. The reverse synchronizer may be provided between the sixth driven gear 6b and the reverse driven gear Rb.

Of course, the present invention is not limited thereto, and the following description will be made in detail by taking the transmission unit 200 shown in fig. 19 as an example.

The main difference between the transmission unit 200 shown in fig. 19 and the transmission unit 200 shown in fig. 3 is that a third-fifth gear driving gear 35a is provided on the first input shaft i instead of the third-gear driving gear 3a and the fifth-gear driving gear 5a, which further reduces the number of gears arranged on the first input shaft i, thereby making the transmission unit 200 more compact and reasonable in design.

Furthermore, the first reverse idler gear Rm1 may be selectively in power-coupling communication with the transfer countershaft V, which may have fixedly disposed thereon a synchronizer SR, which may be used to selectively synchronize the first reverse idler gear Rm1 with the transfer countershaft V, as shown, for example, in fig. 19 and 20.

When at least one of the engine 100 and the first motor generator unit 300 is disconnected from the system power output portion 401 by the first mode conversion means 402, the power output from the engine 100 is adapted to drive the first motor generator unit 300 to generate electricity by the first mode conversion means 402.

If the power transmission system 1000 has the speed change unit 200, at least one of the speed change unit 200 and the first motor generator unit 300 is power-coupled to or decoupled from the system power output portion 401 through the first mode switching device 402, it is understood that the speed change unit 200 may output power to the system power output portion 401 through the first mode switching device 402, for example, power output from the engine 100 may be output through one output gear of the speed change unit 200, the first motor generator unit 300 may output power to the system power output portion 401 through the first mode switching device 402, and the speed change unit 200 and the first motor generator unit 300 may simultaneously output power to the system power output portion 401 through the first mode switching device 402. As a result, the transmission path through which the first motor generator unit 300 is transmitted to the system power output unit 301 is short, and the first motor generator unit 300 can have high transmission efficiency and low energy loss.

The transmission unit 200 and the first mode conversion device 402 can be coupled or decoupled by the second mode conversion device 403, so that the power from the engine 100 is output to the first mode conversion device 402 after being reduced in speed by the transmission unit 200 and the second mode conversion device 403, that is, the second mode conversion device 403 can control the power transmission state between the transmission unit 200 and the first mode conversion device 402, so that the power of the engine 100 can be output to the first mode conversion device 402 after being reduced in speed by the transmission unit 200 and after being reduced in speed by the second mode conversion device 403, at this time, the power transmission system 1000 enters the ultra-low speed mode, and the second mode conversion device enters the L gear mode, so that the output power output mode of the engine 100 can be enriched, so that the driving mode of the vehicle can be enriched, the driving mode of the vehicle can be increased, and the driving pleasure of the driver can be improved.

Therefore, the first mode conversion device 402 and the second mode conversion device 403 increase the gears of the whole vehicle, namely, the ultra-low speed gear mode is increased, the maximum output torque of the whole vehicle can be amplified by N times (N is equal to the speed ratio of L gears relative to one gear output of the speed change unit 200), and the power performance and the passing capacity (such as the maximum climbing gradient and the escaping capacity) are improved.

It will be appreciated that the second mode shift device 403 adds an extra low speed gear to the powertrain 1000, thereby greatly amplifying the torque output of the engine 100.

The first mode conversion device 402 can be beneficial to the intervention of the first motor generator unit 300 when the engine 100 works, and the parallel engine 100 and the first motor generator unit 300 can better highlight the advantages of strong power performance, simple structure and easy realization of the spatial arrangement of the whole vehicle in the parallel structure through direct torque coupling.

In the pure electric working condition, the first motor generator unit 300 has high transmission efficiency, and the first mode conversion device 402 separates the transmission unit 200, the wheels and the first motor generator 302, so that any two of the three can work by bypassing the third one, for example, the transmission unit 200 is in the pure fuel working condition when power is transmitted between the first mode conversion device 402 and the wheels; for another example, the transmission unit 200 is in power transmission with the first motor generator 302 through the first mode switching device 402, and the parking power generation condition is set at this time; for another example, the first motor generator 302 is in a pure electric state when power is transmitted to the wheels through the first mode switching device 402. In addition, the problem that a common hybrid power transmission system needs complex gear shifting and a transmission chain to realize a pure electric working condition in speed change can be solved, and the plug-in hybrid power transmission system is particularly suitable for plug-in hybrid vehicles. Of course, the three can work simultaneously.

In terms of control logic, the power transmission system 1000 provided by the invention does not change a double-clutch speed change basic architecture and a gear shifting logic, and the intervention of the first motor generator unit 300 is only represented by torque superposition at the output end, so that the control logic of the engine 100 and the speed change unit 200 is independent from the control logic of the first motor generator unit 300, the power output of the engine is relatively independent from the power output of the first motor generator 302, the control logic of each engine output is simple and easy to implement, the development time and cost of manufacturers are saved, the high failure rate of the system is avoided, and the power output of the first motor generator unit 300 in the pure electric mode cannot be influenced even if the system of the engine and the speed change unit 200 fails.

Moreover, the speed changing unit 200 only needs to realize speed changing and torque changing for the engine power, so that the speed changing unit 200 does not need additional design change, the miniaturization of the speed changing unit 200 is facilitated, the development cost of the whole vehicle can be reduced, and the development period can be shortened.

When at least one of the transmission unit 200 and the first motor generator unit 300 is disconnected from the system power output portion 401 by the first mode switching device 402, the power output from the engine 100 is adapted to drive the first motor generator unit 300 to generate power through the transmission unit 200 and the first mode switching device 402 in sequence. In this way, neither the power of engine 100 nor first motor generator unit 300 outputs power to system power output portion 401, and the power of engine 100 can be used to drive first motor generator unit 300 to generate power, so that energy waste of the vehicle can be reduced, the driving efficiency of the vehicle can be improved, and the mileage of the vehicle can be extended.

As shown in fig. 3 to 20, first mode switching device 402 includes first switching device input portion 4020 and first switching device output portion 4022, first switching device input portion 4020 is selectively engaged with first switching device output portion 4022, first switching device input portion 4020 is selectively connected to engine 100 in a power coupling manner, if power transmission system 1000 has transmission unit 200, first switching device input portion 4020 is connected to transmission unit 200 in a power coupling manner, first switching device input portion 4020 is connected to first motor generator unit 300 in a power coupling manner, and first switching device output portion 4022 is fixedly provided to system power output portion 401. In this way, first mode switching device 402 can control the on/off state between system power output 401 and engine 100 and first motor generator unit 300 by controlling the engagement/disengagement state between first switching device input 4020 and first switching device output 4022, and the control method is simple and convenient, and the power of engine 100 can be facilitated to drive first motor generator unit 300 to generate power, so that the vehicle transmission can be made reliable and the mode switching efficiency is high.

The system power output portion 401 may be a differential, but is not limited thereto, and the system power output portion 401 will be described as an example of a differential.

As shown in fig. 3, the first converter input part 4020 is fitted on the half shaft 2000 of the vehicle in an empty state, and the first converter output part 4022 is fitted on the half shaft 2000 of the vehicle in a fitted state. Specifically, the first converter output 4022 may be fixedly attached to the input of the differential, such that the first converter output 4022 may also be free-wheeling on the vehicle's half-shaft 2000. By arranging the positions of the first conversion device input portions 4020 and the first conversion device output portions 4022 reasonably, the power transmission system 1000 can be arranged reasonably in structure and space.

As shown in fig. 3, the first mode switching device 402 may further include a first switching device coupler SD for selectively synchronizing the first switching device input 4020 with the first switching device output 4022. Where the location of the first conversion device adapter SD is not limiting, the first conversion device adapter SD may be disposed on the first conversion device input 4020 such that the first conversion device output SD may be used to selectively engage the first conversion device output 4022 to engage the first conversion device input 4020 and the first conversion device output 4022.

Alternatively, the first conversion device engager SD may be provided on the first conversion device output 4022 such that the first conversion device output SD may be used to selectively engage the first conversion device input 4020 to engage the first conversion device input 4020 with the first conversion device output 4022.

Since the first conversion device input 4020 is an input of the first mode conversion device 402, the transmission unit 200 and the first conversion device input 4020 can be dynamically coupled or decoupled by the second mode conversion device 403.

As shown in fig. 3, the first motor generator unit 300 includes a first motor generator unit coupling portion 301, and both the transmission unit output portion 201 and the first motor generator unit coupling portion 301 may be in power coupling connection with the first conversion device input portion 4020. In this way, the power of engine 100 can be transmitted to first conversion device input portion 4020 through transmission unit output portion 201 after the speed reduction of transmission unit 200, and the power of first motor generator 302 can be transmitted to first conversion device input portion 4020 through first motor generator unit coupling portion 301.

Both the transmission unit output portion 201 and the first motor/generator unit coupling portion 301 may be a final drive gear Z, and the first conversion device input portion 4020 may be a final drive driven gear Z' engaged with the final drive gear Z. Thus, by directly engaging the main reducer driven gear Z' with the main reducer driving gear Z, the power transmission system 1000 can have high transmission efficiency, reliable transmission, and reduced energy loss.

The engine 100 and the first mode conversion device 402 can be connected or disconnected by the second mode conversion device 403 through power coupling, and the engine 100 and the first mode conversion device 402 are connected by the second mode conversion device 403 through power coupling, so that the power from the engine 100 is output to the first mode conversion device 402 after being reduced in speed by the second mode conversion device 403.

If the power train system 1000 has the transmission unit 200, the transmission unit 200 and the first motor generator unit 300 can be power-coupled or disconnected by the second mode switching device 403, the first motor generator unit 300 and the first mode switching device 402 are power-coupled, for example, the first motor generator unit coupling portion 301 is connected to the first switching device input portion 4020. That is, the power transmission between the engine 100 and the first motor generator unit 300 can be changed by controlling the engagement and disengagement states of the second mode switching means 403, and the power transmission between the first motor generator unit 300 and the first mode switching means 402 is a direct transmission, that is, the power of the first motor generator unit 300 can be directly transmitted to the first mode switching means 402, and the power of the first mode switching means 402 can be directly transmitted to the first motor generator unit 300.

Specifically, as shown in fig. 3, the first motor generator unit 300 may include a first motor generator 302 and a first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 is in power coupling connection with the first mode switching device 402, and the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, so that the first motor generator 302 may directly output power to the first conversion device input terminal 4020 through the first motor generator unit coupling portion 301.

The first motor generator unit coupling portion 301 and the transmission unit 200 may be power-coupled or disconnected by the second mode switching means 403, and when the first motor generator unit coupling portion 301 and the transmission unit 200 are power-coupled by the second mode switching means 403, the power from the engine 100 is output to the first mode switching means 402 after being decelerated by the transmission unit 200, the second mode switching means 403, and the first motor generator unit coupling portion 301 in order. The transmission unit 200 and the second mode conversion device 403 can reduce the speed of the power of the engine 100 twice, thereby achieving the effects of reducing the speed and increasing the torque, and improving the vehicle passing capacity.

The second mode switching means 403 is for selectively power-coupling the transmission unit 200 and the first motor generator 302, and specifically, the second mode switching means 403 is for selectively power-coupling the transmission unit 200 and the first motor generator unit coupling portion 301, wherein one of the driven gears on one output shaft of the transmission unit 200 and the first motor generator unit coupling portion 301 may be power-coupled through the second mode switching means 403, and one of the driven gears may be the second driven gear 2 b. The transmission unit 200 and the first motor generator 302 are power-coupled through the second mode switching device 403, so that the power from the engine 100 is suitable for driving the first motor generator 302 to generate electricity through the transmission unit 200 and the second mode switching device 403. Thus, a part of the power of engine 100 can be used for power generation by the first motor generator, and when first converter input 4020 and first converter output 4022 in first mode switching device 402 are engaged, another part of the power can be used for driving wheels to rotate. Thus, the power transmission between the engine 100 and the first motor generator 302 is simple and reliable, and the second mode switching device 403 can perform the functions of speed reduction and torque increase during the transmission, so that the output power can be appropriate, and the vehicle passing capacity can be improved.

First motor generator unit coupling 301 and first converter input 4020 may be dynamically coupled and decoupled by second mode converter 403.

According to the first preferred embodiment of the present invention, as shown in fig. 3, the second mode switching device 403 may include a second switching device input 4030, a switching unit 4031, and a second switching device output 4032, the second switching device output 4032 may be power-coupled to the first motor/generator unit coupling unit 301, and the power from the engine 100 may be adapted to be output to the first motor/generator unit coupling unit 301 after being decelerated sequentially by the transmission unit 200, the second switching device input 4030, the switching unit 4031, and the second switching device output 4032. In this way, when the power of engine 100 is transmitted among second conversion device input unit 4030, conversion unit 4031, and second conversion device output unit 4032, the power can be first decelerated and then output through first motor/generator unit coupling unit 301.

The second conversion device output 4032 is power-coupled to the first motor/generator 302, and power from the engine 100 is adapted to drive the first motor/generator 302 to generate electric power through the transmission unit 200, the second conversion device input 4030, the conversion unit 4031, and the second conversion device output 4032 in this order. This makes it possible to increase the form of electric power generation drive in which engine 100 drives first motor generator 302, so that the drive mode of the vehicle can be enriched.

As shown in fig. 3, the second conversion device input 4030 is in power coupling connection with the transmission power output, the second conversion device input 4030 is selectively in power coupling connection with the conversion portion 4031, and the conversion portion 4031 is in power coupling connection with the second conversion device output 4032. It is understood that the power transmitting state between the transmission unit 200 and the second mode switching device 403 can be controlled by controlling the engaged and disengaged states between the second switching device input 4030 and the switching portion 4031.

Further, as shown in FIG. 3, the second mode switching device 403 may also include a second switching device engager S L, the second switching device input 4030 and the switching portion 4031 being selectively power coupleable by a second switching device engager S L, wherein the second switching device engager S L may be a synchronizer, and in particular, the second switching device engager S L may be a gear synchronizer.

Alternatively, as shown in fig. 3, the second mode conversion device 403 may include: the gear shifting mechanism comprises a shifting device input shaft VIII, a shifting device output shaft X, a first shifting gear ZH1 and a second shifting gear ZH2 which are meshed with each other, wherein a first shifting input gear ZR1 is sleeved on the shifting device input shaft VIII, the first shifting input gear ZR1 is a second shifting device input part 4030, and the first shifting input gear ZR1 is in transmission with a gear shifting power output part, wherein the gear shifting power output part can be a first output shaft, and particularly, the first shifting input gear ZR1 can be in linkage with a second-gear driven gear 2b on the first output shaft.

The conversion device output shaft x is a second conversion device output 4032, the first conversion gear ZH1 is freely sleeved on the conversion device input shaft viii, the second conversion gear ZH2 is fixed on the conversion device output shaft x, and the first conversion gear ZH1 and the second conversion gear ZH2 which are meshed with each other are a conversion portion 4031. It is understood that when the first switching input gear ZR1 and the first switching gear ZH1 are engaged, the power of the engine 100 can be output to the switching apparatus output shaft x through the speed change power output portion of the speed change unit 200, the first switching input gear ZR1, the first switching gear ZH1 and the second switching gear ZH2, and the switching apparatus output shaft x is output to the first mode switching apparatus 402 through the first motor generator unit coupling portion 301.

Specifically, as shown in fig. 3, the second switching device engager S L is provided on one of the first switching input gear ZR1 and the first switching gear ZH1, and the first switching input gear ZR1 and the first switching gear ZH1 are selectively engaged by the second switching device engager S L.

Alternatively, as shown in fig. 4, the second mode conversion device 403 may include: the conversion device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, wherein the conversion device input shaft VIII is a second conversion device input part 4030, the conversion device output shaft X is a second conversion device output part 4032, a second conversion gear ZH2 is fixed on the conversion device output shaft X, and a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other are a conversion part 4031. In this way, the transmission power take-off is in direct power transmission with the input shaft viii of the conversion device, which is selectively in power-coupling connection with the first conversion gear ZH 1.

Specifically, as shown in fig. 4, a second switching device engager S L is provided on one of the switching device input shaft viii and the first switching gear ZH1, and the switching device input shaft viii and the first switching gear ZH1 are selectively engaged by the second switching device engager S L.

A first conversion input gear ZR1 is fixedly arranged on the conversion device input shaft viii, and the first conversion input gear ZR1 and the engine 100 can be selectively coupled and connected in a power manner. Specifically, the first switching input gear ZR1 is interlocked with the second driven gear 2b in the transmission unit 200. The first motor/generator unit coupling portion 301 is fixed to the converter output shaft x.

As shown in fig. 3 and 4, the first motor generator unit 300 may further include a reduction chain 303, and the first motor generator 302 is coupled to the first motor generator unit coupling portion 301 through the reduction chain 303. The speed reduction chain can perform the speed reduction function, as shown in fig. 3, the speed reduction chain can include a first shaft 3031, a second shaft 3032 and a third shaft 3033, wherein a gear Z1, a gear Z2 and a gear Z3 are respectively fixed on the first shaft 3031, the second shaft 3032 and the third shaft 3033, the first motor generator 302 is fixedly connected with the first shaft, the gear Z3 is engaged between the gear Z1 and the gear Z2, and the second shaft is the output shaft x of the conversion device.

According to a second preferred embodiment of the present invention, the shifting unit 200 shown in fig. 5-11 mainly differs from the shifting unit 300 shown in fig. 3 and 4 in that: the speed change power output portion includes: a transfer countershaft V adapted to transfer power from one of the input shafts to the corresponding output shaft may be selectively connected in power coupling relationship with the second mode switching device 403. Thus, it can be understood that the power of the first motor generator 302 can be output to the first mode conversion device 402 by transmitting the intermediate shaft V and one of the output shafts after passing through the second mode conversion device 403. One of the input shafts may be a first input shaft, and the transmission intermediate shaft V may be in power coupling connection with the first input shaft, for example, the transmission intermediate shaft V may be in power coupling connection with a first gear driving gear 1Ra on the first input shaft.

Also, the transmission intermediate shaft V and the first changeover device input portion 4020 can be power-coupled or decoupled by the second mode changeover device 403. That is, the power transmitted to the transmission intermediate shaft V can be transmitted to the first conversion device input portion 4020 after passing through the second mode conversion device 403, so that deceleration and torque increase of the power transmission can be achieved, and the vehicle passing ability can be improved. In this way, the power of the engine 100 can be output to the first mode shift device 402 after the second mode shift device 403 is decelerated via the input shaft and the transmission intermediate shaft in sequence.

Further, the intermediate transmission shaft V and the first motor generator unit 300 may be connected or disconnected in power coupling by the second mode switching device 403, and the first motor generator unit 300 is connected in power coupling with the first mode switching device 402. Thus, the first motor generator unit 300 can output power alone to the first mode conversion means 402, and the first motor generator unit 300 can also output power to the first mode conversion means 402 after being coupled with power of the engine 100 at the second mode conversion means 403. Thus, the drive mode of the power transmission system 100 is large, and the vehicle is excellent in power performance and economy.

When at least one of the output shaft and first motor generator unit 300 is disconnected from system power output unit 401 by first mode switching device 402, the power output from engine 100 is suitable for driving first motor generator 302 to generate power through input shaft, output shaft, and first mode switching device 402 in this order.

Specifically, as shown in fig. 5 to 10, the first motor generator unit 300 includes a first motor generator 302 and a first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 is in power coupling connection with a first mode conversion device 402, the first motor generator 302 is in power coupling connection with the first motor generator unit coupling portion 301, the first motor generator unit coupling portion 301 and a transmission intermediate shaft V can be in power coupling connection or disconnection through a second mode conversion device 403, and the first motor generator unit coupling portion 301 and the transmission intermediate shaft V are in power coupling connection through the second mode conversion device 403, so that power from the engine 100 is output to the first mode conversion device 402 after being decelerated through the input shaft, the transmission intermediate shaft V, the second mode conversion device 403 and the first motor generator unit coupling portion 301 in sequence. Therefore, the power output by the engine 100 can be output to the first mode conversion device 402 after twice speed reduction, so that the effects of speed reduction and torque increase can be achieved, and the passing capacity of the vehicle can be improved.

The second mode switching device 403 is used for selectively connecting the transmission intermediate shaft V and the first motor generator 302 in a power coupling manner, and after the transmission intermediate shaft V and the first motor generator 302 are connected in a power coupling manner through the second mode switching device 403, the power from the engine 100 is suitable for driving the first motor generator 302 to generate power through the input shaft, the transmission intermediate shaft V and the second mode switching device 403. Thus, the power of the engine 100 can be used to drive the first motor generator 302 to generate power, so that the waste of vehicle energy can be avoided, the economy of the vehicle can be improved, and the driving range of the vehicle can be prolonged.

The second conversion device output 4032 is power-coupled to the first motor/generator unit coupling portion 301, the intermediate transmission shaft V and the second conversion device output 4032 are selectively power-coupled, and power from the engine 100 is output to the first motor/generator unit coupling portion 301 after being decelerated by the input shaft, the intermediate transmission shaft V, the second conversion device input 4030, the conversion portion 4031, and the second conversion device output 4032 in this order.

When at least one of the output shaft and the first motor generator unit 300 is disconnected from the system power output unit 401 by the first mode switching device 402, the power output from the engine 100 is adapted to drive the first motor generator unit 300 to generate power through the input shaft, the output shaft, and the first mode switching device 402 in this order. This makes it possible to enrich the power generation drive mode of the vehicle for the first motor generator 302, and to improve the power efficiency and economy of the vehicle.

As shown in fig. 5, the second mode shift device 403 may include a second shift device input 4030, a shift portion 4031, and a second shift device output 4032, the second shift device output 4032 may be power-coupled to the first motor/generator unit coupling portion 301, the intermediate transmission shaft V may be selectively power-coupled to the second shift device output 4032, and the power from the engine 100 may be output to the first motor/generator unit coupling portion 301 after being downshifted sequentially via the input shaft in the transmission unit 200, the intermediate transmission shaft V, the second shift device input 4030, the shift portion 4031, and the second shift device output 4032. In this way, when the power of engine 100 is transmitted among second conversion device input unit 4030, conversion unit 4031, and second conversion device output unit 4032, the power can be first decelerated and then output through first motor/generator unit coupling unit 301.

The second conversion device output 4032 is power-coupled to the first motor/generator 302, and power from the engine 100 is suitable for driving the first motor/generator 302 to generate electric power via the input shaft, the transmission intermediate shaft V, the second conversion device input 4030, the conversion unit 4031, and the second conversion device output 4032 in this order in the transmission unit 200. This makes it possible to increase the form of electric power generation drive in which engine 100 drives first motor generator 302, so that the drive mode of the vehicle can be enriched.

According to the first embodiment of the present invention, as shown in fig. 5, 6, 9 and 10, the second conversion device input 4030 and the transmission intermediate shaft V may be selectively power-coupled, the second conversion device input 4030 and the conversion portion 4031 may be selectively power-coupled, and the conversion portion 4031 and the second conversion device output 4032 may be power-coupled. When the second conversion device input 4030 is power-coupled to the conversion portion 4031, the power transmitted to the intermediate shaft V can be output to the second conversion device output 4032 through the second conversion device input 4030 and the conversion portion 4031.

The second mode shifting device 403 may further include a second shifting device adapter S L, wherein the second shifting device input 4030 is selectively coupled to the shifting portion 4031 via a second shifting device adapter S L.

Alternatively, as shown in fig. 5 and 9, the second mode conversion device 403 may include: the conversion device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, wherein the conversion device input shaft VIII is a second conversion device input part 4030, the conversion device output shaft X is a second conversion device output part 4032, the first conversion gear ZH1 is sleeved on the conversion device input shaft VIII in an empty mode, the second conversion gear ZH2 is fixed on the conversion device output shaft X, and the first conversion gear ZH1 and the second conversion gear ZH2 which are meshed with each other are conversion parts 4031. In this way, the transmission power take-off is in direct power transmission with the input shaft viii of the conversion device, which is selectively in power-coupling connection with the first conversion gear ZH 1.

Specifically, as shown in fig. 5, a second switching device engager S L is provided on one of the switching device input shaft viii and the first switching gear ZH1, and the switching device input shaft viii and the first switching gear ZH1 are selectively engaged by the second switching device engager S L.

As shown in fig. 5 and 9, a first conversion input gear ZR1 is fixed to the conversion device input shaft viii, and the first conversion input gear ZR1 is power-coupled to the transmission intermediate shaft V.

As shown in fig. 5 and 9, a second switching input gear ZR2 may be fixed to the transfer intermediate shaft V, and the second switching input gear ZR2 is meshed with the first switching input gear ZR 1.

As shown in fig. 5, a first reverse intermediate gear Rm1 and a second reverse intermediate gear Rm2 are fixedly disposed on the transmission countershaft V, the first reverse intermediate gear Rm1 is engaged with one of the at least one drive gear, the second reverse intermediate gear Rm2 is engaged with the reverse driven gear Rb, and the second reverse intermediate gear Rm2 may be a second conversion input gear. One of the at least one driving gear may be a first gear driving gear 1 Ra.

As shown in fig. 9, the second switching input gear ZR2 is located between the first reverse intermediate gear Rm1 and the second reverse intermediate gear Rm2 in the axial direction of the transfer intermediate shaft V.

Alternatively, as shown in fig. 6 and 10, the second mode conversion device 403 may include: the device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, wherein the first conversion gear ZR1 is sleeved on the conversion device input shaft VIII in an empty mode, the first conversion gear ZR1 is a second conversion device input part 4030, the conversion device output shaft X is a second conversion device output part 4032, the first conversion gear ZH1 is fixed on the conversion device input shaft VIII, the second conversion gear ZH2 is fixed on the conversion device output shaft X, and a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other are a conversion part 4031.

Wherein the second switching device engager S L is provided on one of the first switching input gear ZR1 and the switching device input shaft VIII, as shown in FIGS. 6 and 10, the first switching input gear ZR1 and the switching device input shaft VIII being selectively engageable by the second switching device engager S L, the second switching device engager S L may be a synchronizer.

As shown in fig. 10, a second switching input gear ZR2 may be fixed to the transfer intermediate shaft V, and the second switching input gear ZR2 is meshed with the first switching input gear ZR 1.

As shown in fig. 6, the second reverse intermediate gear Rm2 on the transfer intermediate shaft V is the second switching input gear.

According to the second embodiment of the present invention, the main difference from the first embodiment described above is that, as shown in fig. 7, the second conversion device input 4030 is power-coupled to the transfer intermediate shaft V, the second conversion device input 4030 is power-coupled to the conversion portion 4031, and the conversion portion 4031 and the second conversion device output 4032 are selectively power-coupled to each other.

The second mode switching device 403 may also include a second switching device engager S L, the switching portion 4031 and the second switching device output 4032 being selectively power coupled by a second switching device engager S L, i.e., the second switching device engager S L is disposed between the switching portion 4031 and the second switching device output 4032 for selective engagement and disengagement, wherein the second switching device engager S L may be a synchronizer.

As shown in fig. 7, the second mode conversion device 403 may include: the device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, wherein the first conversion input gear ZR1 is fixed on the conversion device input shaft VIII, the first conversion input gear ZR1 is a second conversion device input part 4030, the conversion device output shaft X is a second conversion device output part 4032, the first conversion gear ZH1 is fixed on the conversion device input shaft VIII, the second conversion gear ZH2 is freely sleeved on the conversion device output shaft X, and the first conversion gear ZH1 and the second conversion gear ZH2 which are meshed with each other are a conversion part 4031.

Here, as shown in fig. 7, a second conversion means engager S L is provided on one of the conversion means output shaft x and the second conversion gear ZH2, the conversion means output shaft x and the second conversion gear ZH2 being selectively engaged by the second conversion means engager S L.

As shown in fig. 7, a second switching input gear ZR2 is fixed to the transfer intermediate shaft V, and the second switching input gear ZR2 meshes with the first switching input gear ZR 1. Specifically, the second reverse intermediate gear Rm2 on the transfer intermediate shaft V is the second conversion input gear.

Although the position and engagement disconnection object of the second switching device engager S L are changed, the function of the second mode switching device 403 is not changed compared to the second mode switching device shown in fig. 5, 6, 9 and 10 described above.

According to the third embodiment of the present invention, as shown in fig. 8, the second conversion device input 4030 and the transmission intermediate shaft V may be selectively power-coupled, the second conversion device input 4030 and the conversion portion 4031 may be power-coupled, and the conversion portion 4031 and the second conversion device output 4032 may be power-coupled.

As seen in FIG. 8, the second mode shift device 403 may also include a second shift device adapter S L with the second shift device input 4030 selectively power coupled to the transfer countershaft V through a second shift device adapter S L Power transfer between the transfer countershaft V and the second mode shift device 403 is possible when the second shift device input 4030 is power coupled to the transfer countershaft V through a second shift device adapter S L.

Specifically, as shown in fig. 8, the second mode conversion device 403 may include: the device comprises a conversion device input shaft VIII, a conversion device output shaft X, a first conversion gear ZH1 and a second conversion gear ZH2 which are meshed with each other, wherein the first conversion input gear ZR1 is fixed on the conversion device input shaft VIII, the first conversion input gear ZR1 is a second conversion device input part 4030, the conversion device output shaft X is a second conversion device output part 4032, the first conversion gear ZH1 is fixed on the conversion device input shaft VIII, the second conversion gear ZH2 is freely sleeved on the conversion device output shaft X, and the first conversion gear ZH1 and the second conversion gear ZH2 which are meshed with each other are a conversion part 4031.

The transmission intermediate shaft V can be sleeved with a second conversion input gear ZR2, and the second conversion input gear ZR2 is meshed with the first conversion input gear ZR 1. The transfer intermediate shaft V is selectively power-coupled to the second switching input gear ZR 2.

Further, as seen in FIG. 8, a second conversion device engager S L may be provided on one of the transfer countershaft V which is selectively engagable with the second conversion input gear ZR2 via a second conversion device engager S L and a second conversion input gear ZR 2. second conversion device engager S L may be a synchronizer.

According to a third preferred embodiment of the present invention, as shown in fig. 11-17, the second mode switching device 403 may include a switching device input shaft viii, a first switching device intermediate shaft xi-1 and a switching device output shaft x, the switching device output shaft x is in power coupling connection with the first motor/generator unit coupling portion 301, when the switching device input shaft viii, the first switching device intermediate shaft xi-1 and the switching device output shaft x are in power coupling connection, power from the engine 100 is adapted to be output to the first motor/generator unit coupling portion 301 after being downshifted sequentially through the speed change unit 200, the switching device input shaft viii, the first switching device intermediate shaft xi-1 and the switching device output shaft x, and the first motor/generator unit coupling portion 301 is in power coupling connection with the first mode switching device 402.

When at least one of engine 100 and first motor generator unit 300 is disconnected from system power output portion 401 by first mode switching means 402, that is, after at least one of engine 100 and first motor generator unit 300 fails to output power by first mode switching means 402, the power output by engine 100 is suitable for driving first motor generator unit 300 to generate electricity by first mode switching means 402. Thus, the first motor generator unit 300 has high power generation efficiency and high power generation efficiency.

Specifically, when the conversion device input shaft viii, the first conversion device intermediate shaft xi-1, and the conversion device output shaft x are respectively power-coupled, power from the engine 100 is adapted to drive the first motor generator 302 to generate electricity through the shifting unit 200, the conversion device input shaft viii, the first conversion device intermediate shaft xi-1, and the conversion device output shaft x in this order. Thus, the transmission path for the engine 100 to drive the first motor generator unit 300 to generate electric power is short, and the transmission efficiency and the electric power generation efficiency are high.

The connection arrangement among the conversion device input shaft VIII, the first conversion device intermediate shaft XI-1 and the conversion device output shaft X is various, and the following description is combined with the drawings.

As shown in fig. 11, the conversion device input shaft viii is selectively power-coupled to the engine 100, for example, the conversion device input shaft viii is power-coupled to the shifting power output section, the conversion device input shaft viii is selectively power-coupled to the first conversion device intermediate shaft xi-1, and the first conversion device intermediate shaft xi-1 is power-coupled to the conversion device output shaft x.

Specifically, as shown in fig. 11, a first conversion input gear ZR1 is fixedly arranged on the conversion device input shaft viii, a first conversion gear ZH1 is sleeved on the conversion device input shaft viii, a second conversion gear ZH2 is fixedly arranged on the first conversion device intermediate shaft xi-1, a third conversion gear ZH3 is fixedly arranged on the conversion device output shaft x, the first conversion gear ZH1 is meshed with the second conversion gear ZH2, and the third conversion gear ZH3 is meshed with the second conversion gear ZH 2. The first conversion input gear ZR1 is in power coupling connection with the speed change power output part, for example, the second driven gear 2b on the second output shaft.

The first switching gear ZH1 is selectively in power coupling communication with the switching device input shaft VIII, wherein the second mode switching device 403 may further include a second switching device engager S L, the second switching device engager S L is provided on one of the switching device input shaft VIII and the first switching gear ZH1, the switching device input shaft VIII and the first switching gear ZH1 being selectively in power coupling communication through a second switching device engager S L, such that the second switching device engager S L controls the switching of the power transmission of the second mode switching device 403.

As shown in fig. 12, the conversion device input shaft viii is selectively coupled to the engine 100, for example, the conversion device input shaft viii is selectively coupled to the transmission power output section, the conversion device input shaft viii is coupled to the first conversion device intermediate shaft xi-1, and the first conversion device intermediate shaft xi-1 is coupled to the conversion device output shaft x.

Specifically, as shown in fig. 12, a first conversion input gear ZR1 is sleeved on the conversion device input shaft viii in an empty manner, a first conversion gear ZH1 is fixedly arranged on the conversion device input shaft viii, a second conversion gear ZH2 is fixedly arranged on the first conversion device intermediate shaft xi-1, a third conversion gear ZH3 is fixedly arranged on the conversion device output shaft x, the first conversion gear ZH1 is meshed with the second conversion gear ZH2, and the third conversion gear ZH3 is meshed with the second conversion gear ZH 2. The first conversion input gear ZR1 is in power coupling connection with the speed change power output part, for example, the second driven gear 2b on the second output shaft.

The second mode switching device 403 may further include a second switching device clutch S L, the second switching device clutch S L being provided on one of the switching device input shaft VIII and the first switching input gear ZR1, the switching device input shaft VIII and the first switching input gear ZR1 being selectively power-coupled via a second switching device clutch S L, such that the second switching device clutch S L may control the power transmission of the second mode switching device 403 to be turned on and off.

As shown in fig. 13, the conversion device input shaft viii is selectively power-coupled to the engine 100, for example, the conversion device input shaft viii is selectively power-coupled to the shifting power output section, the conversion device input shaft viii is power-coupled to the first conversion device intermediate shaft xi-1, and the first conversion device intermediate shaft xi-1 is selectively power-coupled to the conversion device output shaft x.

Specifically, a first conversion input gear ZR1 and a first conversion gear ZH1 are fixedly arranged on the conversion device input shaft viii, a second conversion gear ZH2 is fixedly arranged on the first conversion device intermediate shaft xi-1, a third conversion gear ZH3 is sleeved on the conversion device output shaft x in an empty mode, the first conversion gear ZH1 is meshed with the second conversion gear ZH2, and the third conversion gear ZH3 is meshed with the second conversion gear ZH 2. The first conversion input gear ZR1 is in power coupling connection with the speed change power output part, for example, the second driven gear 2b on the second output shaft.

Wherein the second mode switching device 403 may further comprise a second switching device engager S L, the second switching device engager S L being provided on one of the switching device output shaft X and the third switching gear ZH3, the switching device output shaft X and the third switching gear ZH3 being selectively power coupled via the second switching device engager S L, such that the second switching device engager S L may control the power transmission of the second mode switching device 403 to be turned on and off.

As shown in fig. 14-18, the second mode shift device 403 may further include a second shift device countershaft xi-2, with the shift device output shaft x being in power-coupling connection with the first motor generator unit coupling 301. Thus, when the conversion device input shaft viii, the first conversion device intermediate shaft xi-1, the conversion device output shaft x, and the second conversion device intermediate shaft xi-2 are power-coupled, the power from the engine 100 is suitable to be output to the first motor/generator unit coupling section 301 through the conversion device input shaft viii, the first conversion device intermediate shaft xi-1, the second conversion device intermediate shaft xi-2, and the conversion device output shaft x in order of decreasing speed.

Further, when the conversion device input shaft VIII, the first conversion device intermediate shaft XI-1, the conversion device output shaft X, and the second conversion device intermediate shaft XI-2 are power-coupled, power from the engine 100 is adapted to drive the first motor generator 302 to generate electricity through the conversion device input shaft VIII, the first conversion device intermediate shaft XI-1, the second conversion device intermediate shaft XI-2, and the conversion device output shaft X in this order. Thus, the transmission path between engine 100 and first motor generator unit 300 is short, the transmission is reliable, and the driving efficiency is high.

As shown in fig. 15, the conversion device input shaft viii is selectively and power-coupled to the engine 100, for example, the conversion device input shaft viii is selectively and power-coupled to the shifting power output section, the conversion device input shaft viii is power-coupled to the first conversion device intermediate shaft xi-1, the first conversion device intermediate shaft xi-1 is power-coupled to the second conversion device intermediate shaft xi-2, and the second conversion device intermediate shaft xi-2 is power-coupled to the conversion device output shaft x.

Specifically, as shown in fig. 15, a first conversion input gear ZR1 is loosely fitted over the conversion device input shaft viii, a first conversion gear ZH1 is fixedly provided on the conversion device input shaft viii, a second conversion gear ZH2 and a third conversion gear ZH3 are fixedly provided on the first conversion device intermediate shaft xi-1, a fourth conversion gear ZH4 is fixedly provided on the second conversion device intermediate shaft xi-2, a fifth conversion gear ZH5 is fixedly provided on the second conversion device intermediate shaft xi-2, a sixth conversion gear ZH6 is fixedly provided on the conversion device output shaft x, the first conversion gear ZH1 is engaged with the second conversion gear ZH2, the third conversion gear ZH3 is engaged with the fourth conversion gear ZH4, and the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH 6.

As shown in fig. 14, the conversion device input shaft viii is selectively and power-coupled to the engine 100, for example, the conversion device input shaft viii is selectively and power-coupled to the shifting power output section, the conversion device input shaft viii is selectively and power-coupled to the first conversion device intermediate shaft xi-1, the first conversion device intermediate shaft xi-1 is power-coupled to the second conversion device intermediate shaft xi-2, and the second conversion device intermediate shaft xi-2 is power-coupled to the conversion device output shaft x.

Specifically, as shown in fig. 14, a first conversion input gear ZR1 is fixedly disposed on the conversion device input shaft viii, a first conversion gear ZH1 is sleeved on the conversion device input shaft viii, a second conversion gear ZH2 and a third conversion gear ZH3 are fixedly disposed on the first conversion device intermediate shaft xi-1, a fourth conversion gear ZH4 and a fifth conversion gear ZH5 are fixedly disposed on the second conversion device intermediate shaft xi-2, a sixth conversion gear ZH6 is fixedly disposed on the conversion device output shaft x, the first conversion gear ZH1 is meshed with the second conversion gear ZH2, the third conversion gear ZH3 is meshed with the fourth conversion gear ZH4, and the fifth conversion gear ZH5 is meshed with the sixth conversion gear ZH 6.

As shown in FIG. 14, the second mode switching device 403 may further include a second switching device engager S L, the second switching device engager S L being provided on one of the switching device input shaft VIII and the first switching gear ZH1, the switching device input shaft VIII and the first switching gear ZH1 being selectively power coupled by a second switching device engager S L, such that the second switching device engager S L controls the turning on and off of the power transmission of the second mode switching device 403.

As shown in fig. 16, the conversion device input shaft viii is selectively and power-coupled to the engine 100, for example, the conversion device input shaft viii is selectively and power-coupled to the shifting power output section, the conversion device input shaft viii is selectively and power-coupled to the first conversion device intermediate shaft xi-1, the first conversion device intermediate shaft xi-1 is power-coupled to the second conversion device intermediate shaft xi-2, and the second conversion device intermediate shaft xi-2 is power-coupled to the conversion device output shaft x.

Specifically, as shown in fig. 16, a first conversion input gear ZR1 and a first conversion gear ZH1 are fixedly provided on the conversion device input shaft viii, a second conversion gear ZH2 is loosely fitted over the first conversion device intermediate shaft xi-1, a third conversion gear ZH3 is fixedly provided on the first conversion device intermediate shaft xi-1, a fourth conversion gear ZH4 and a fifth conversion gear ZH5 are fixedly provided on the second conversion device intermediate shaft xi-2, a sixth conversion gear ZH6 is fixedly provided on the conversion device output shaft x, the first conversion gear ZH1 is engaged with the second conversion gear ZH2, the third conversion gear ZH3 is engaged with the fourth conversion gear ZH4, and the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH 6.

The second mode switching device 403 may further include a second switching device engager S L, the second switching device engager S L being provided on one of the first switching device countershaft XI-1 and the second switching gear ZH2, the first switching device countershaft XI-1 and the second switching gear ZH2 being selectively power-coupled by a second switching device engager S L, so that the second switching device engager S L may control the on-off of the power transmission of the second mode switching device 403.

As shown in fig. 17, the conversion device input shaft viii and the engine 100 may be selectively coupled, for example, the conversion device input shaft viii and the shifting power output portion may be selectively coupled, the conversion device input shaft viii and the first conversion device intermediate shaft xi-1 may be selectively coupled, the first conversion device intermediate shaft xi-1 and the second conversion device intermediate shaft xi-2 may be selectively coupled, and the second conversion device intermediate shaft xi-2 and the conversion device output shaft x may be selectively coupled.

Specifically, as shown in fig. 17, a first conversion input gear ZR1 and a first conversion gear ZH1 are fixedly provided on the conversion device input shaft viii, a second conversion gear ZH2 is fixedly provided on the first conversion device intermediate shaft xi-1, a third conversion gear ZH3 is loosely fitted over the first conversion device intermediate shaft xi-1, a fourth conversion gear ZH4 and a fifth conversion gear ZH5 are fixedly provided on the second conversion device intermediate shaft xi-2, a sixth conversion gear ZH6 is fixedly provided on the conversion device output shaft x, the first conversion gear ZH1 is engaged with the second conversion gear ZH2, the third conversion gear ZH3 is engaged with the fourth conversion gear ZH4, and the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH 6.

The second mode switching device 403 may further include a second switching device engager S L, the second switching device engager S L being provided on one of the first switching device countershaft XI-1 and the third switching gear ZH3, the first switching device countershaft XI-1 and the third switching gear ZH3 being selectively power-coupled by a second switching device engager S L, so that the second switching device engager S L may control the on-off of the power transmission of the second mode switching device 403.

As shown in fig. 18, the conversion device input shaft viii and the engine 100 may be selectively coupled, for example, the conversion device input shaft viii and the shifting power output portion may be selectively coupled, the conversion device input shaft viii and the first conversion device intermediate shaft xi-1 may be selectively coupled, the first conversion device intermediate shaft xi-1 and the second conversion device intermediate shaft xi-2 may be selectively coupled, and the second conversion device intermediate shaft xi-2 and the conversion device output shaft x may be selectively coupled.

Specifically, as shown in fig. 18, a first conversion input gear ZR1 and a first conversion gear ZH1 are fixedly provided on the conversion device input shaft viii, a second conversion gear ZH2 and a third conversion gear ZH3 are fixedly provided on the first conversion device intermediate shaft xi-1, a fourth conversion gear ZH4 is loosely sleeved on the second conversion device intermediate shaft xi-2, a fifth conversion gear ZH5 is fixedly provided on the second conversion device intermediate shaft xi-2, a sixth conversion gear ZH6 is fixedly provided on the conversion device output shaft x, the first conversion gear ZH1 is engaged with the second conversion gear ZH2, the third conversion gear ZH3 is engaged with the fourth conversion gear ZH4, and the fifth conversion gear ZH5 is engaged with the sixth conversion gear ZH 6.

Wherein the second mode switching device 403 further includes a second switching device engager S L, the second switching device engager S L is provided on one of the second switching device countershaft XI-2 and the fourth switching gear ZH4, the second switching device countershaft XI-2 and the fourth switching gear ZH4 are selectively power-coupled by a second switching device engager S L, so that the second switching device engager S L can control the make-and-break of the power transmission of the second mode switching device 403.

According to a fourth preferred embodiment of the present invention, as shown in fig. 19 and 20, each input shaft is selectively engageable with the engine 100, each output shaft is adapted to be selectively power-coupled with a corresponding input shaft to output power from the engine 100 through the corresponding input shaft, the transfer intermediate shaft V is adapted to transmit power from one of the input shafts to the corresponding output shaft, and the transfer intermediate shaft V is selectively power-coupled with the second mode switching device 403.

The input shaft and the intermediate transmission shaft V can be coupled or decoupled by the second mode switching device 403, so that when the input shaft and the intermediate transmission shaft V are coupled by the second mode switching device 403, the power from the engine 100 is output to the first mode switching device 402 after going through the input shaft, the second mode switching device 403, the intermediate transmission shaft V and the output shaft in sequence to reduce the speed. In this way, the power output by the engine 100 can be reduced by the second mode conversion device 403 and then transmitted to the first mode conversion device 402 by the reduction of the speed change unit 200, so that the power output by the engine 100 can be output after twice reduction, thereby playing the role of reducing speed and increasing torque, improving the passing capacity of the vehicle and enriching the driving mode of the vehicle.

When at least one of the output shaft and the first motor generator unit 300 is disconnected from the system power output unit 401 by the first mode switching device 402, the power output from the engine 100 is adapted to drive the first motor generator unit 300 to generate power through the input shaft, the output shaft, and the first mode switching device 402 in this order. Thus, the power transmission path between engine 100 and first motor generator unit 300 is short, power transmission is reliable, and transmission efficiency is high.

Specifically, the second mode shift device 403 may include a low-range drive gear L a, a low-range intermediate idler gear L IG, and a low-range driven gear L0 b, wherein the low-range drive gear L1 a is fixedly disposed on an input shaft, the low-range intermediate idler gear L IG is idler-mounted on an output shaft, the low-range driven gear L b is idler-mounted on the transfer countershaft V, and the low-range intermediate idler gear L IG is externally engaged with the low-range drive gear L a and the low-range driven gear L b, respectively, in other words, the low-range intermediate idler gear L IG is engaged between the low-range drive gear L a and the low-range driven gear L b, such that the input shaft and the transfer countershaft V may be selectively power-coupled and then output power to the first mode shift device 402 via a corresponding output shaft.

Alternatively, as seen in FIGS. 19 and 20, the second mode shift device 403 may further include a second shift device engager S L with the transfer countershaft V being selectively engageable with the low range driven gear L b via a second shift device engager S L wherein the second shift device engager S L may be a synchronizer.

Specifically, the low-range intermediate idler L IG may include a first low-range intermediate idler gear tooth L IG1 and a second low-range intermediate idler gear tooth L0 IG2, the first low-range intermediate idler gear tooth L IG1 being in meshing engagement with the low-range drive gear L a, and the second low-range intermediate idler gear tooth L IG2 being in meshing engagement with the low-range driven gear L b, such that the low-range intermediate idler L IG may be configured as a double gear, such that the low-range intermediate idler gear L IG is driven between the low-range drive gear L a and the low-range driven gear L b.

As shown in fig. 19 and 20, each input shaft is provided with at least one driving gear, each output shaft is provided with at least one driven gear, the transmission intermediate shaft V is fixedly provided with a first reverse intermediate gear Rm1 and a second reverse intermediate gear Rm2, the first reverse intermediate gear Rm1 is engaged with one of the at least one driving gear, the second reverse intermediate gear Rm2 is engaged with the reverse driven gear Rb, and the low driven gear L b is located between the first reverse intermediate gear Rm1 and the second reverse intermediate gear Rm2 in the axial direction of the transmission intermediate shaft V, one of the at least one driving gear may be a first driving gear 1Ra,

alternatively, as shown in FIG. 19, the low drive gear L a may be located on one side of all the drive gears of the input shaft in the axial direction of the input shaft, which makes it possible to make the structural arrangement of the speed shift unit 200 reasonable, to reduce the structural modification of the speed shift unit 200, and to ensure the structural reliability of the speed shift unit 200.

Alternatively, as shown in fig. 20, the number of the drive gears may be plural, and the low drive gear L a is located between two adjacent drive gears in the axial direction of the input shaft, for example, as shown in fig. 20, the low drive gear L a may be located between the first drive gear 1Ra and the third drive gear 35a, and by properly arranging the positions of the low drive gears L a, the transmission unit 200 may be made to be reasonable in arrangement and compact.

The transmission unit output portion 201 is in power coupling connection with the first mode conversion device 402, so that the power from the engine 100 is suitable to be output to the first mode conversion device 402 through the input shaft, the second mode conversion device 403, the transmission intermediate shaft V, the output shaft and the transmission unit output portion 201 in sequence.

As shown in fig. 21-26, the system power output 401 may be a differential, which may include two side gears that correspond one-to-one with two axle shafts 2000 of the vehicle.

According to a preferred embodiment of the present invention, as shown in fig. 1 and 2, the power transmission system 1000 may further include a second motor generator 600, the second motor generator 600 being located between the engine 100 and the transmission unit 200, one end of the second motor generator 600 being directly power-coupled to the engine 100, and the other end of the second motor generator 600 being selectively power-coupled to the transmission unit 200.

As shown in fig. 4 to 20, the second motor generator 600 may be coaxially connected with the input end of the first clutch device 202. The second motor generator 600 may be provided between the input of the first clutch device 202 and the engine so that the power of the engine is necessarily transmitted to the input through the second motor generator 600, and the second motor generator 600 may be used as a generator to perform parking power generation.

As shown in fig. 21 to 38, the first clutch device 202 may have input external teeth Z602 on its input, and the second motor generator 600 is interlocked with the input external teeth Z602. A motor shaft of the second motor generator 600 is provided with a gear Z601, and the gear Z601 meshes with the input-side external teeth Z602. Thus, the power of the engine can be transmitted to the second motor generator 600 through the input and output external teeth Z602, so that the second motor generator 600 can be used as a generator for parking power generation.

According to another preferred embodiment of the present invention, the power transmission system 1000 may further include: a second motor generator 600, the second motor generator 600 being located between the engine 100 and the transmission unit 200, one end of the second motor generator 600 being in power coupling connection with the engine 100, for example, one end of the second motor generator 600 being selectively in power coupling connection with the engine 100, and the other end of the second motor generator 600 being selectively in power coupling connection with the transmission unit 200.

A second clutch L2 may be provided between the second motor generator 600 and the engine, a second clutch L2 may be a single clutch that may control the disconnection of the engagement between the engine and the second motor generator 600 and the disconnection of the engagement between the engine and the input of the first clutch 202, by providing the second clutch L2, the parking power generation state of the second motor generator 600 may be reasonably controlled, thereby making it possible to make the power transmission system 1000 simple in structure and the driving mode switching reliable.

It should be noted that, with regard to the power transmission system 1000 of the above three embodiments, in the axial direction, the second motor generator 600 may be located between the engine 100 and the first clutch device 202, so that the axial length of the power transmission system 1000 may be effectively reduced, the location of the second motor generator 600 may be reasonably arranged, and the structural compactness of the power transmission system 1000 may be improved.

The first motor generator 302 is a main drive motor of the power train 1000, so the capacity and volume of the first motor generator 302 are large. Here, for the first motor generator 302 and the second motor generator 600, the rated power of the first motor generator 302 is larger than the rated power of the second motor generator 600. In this way, the second motor generator 600 may be a motor generator with a small volume and a small rated power, so that the power transmission system 1000 may have a simple structure and a small volume, and when the vehicle is parked for power generation, the transmission path between the second motor generator 600 and the engine 100 is short, and the power generation efficiency is high, so that a part of the power of the engine 100 may be effectively converted into electric energy. Wherein the peak power of the first motor generator 302 is also larger than the peak power of the second motor generator 600.

Preferably, the rated power of first motor generator 302 is twice or more than the rated power of second motor generator 600. The peak power of first motor generator 302 is twice or more the peak power of second motor generator 600. For example, the rated power of the first motor generator 302 may be 60kw, the rated power of the second motor generator 600 may be 24kw, the peak power of the first motor generator 302 may be 120kw, and the peak power of the second motor generator 600 may be 44 kw.

It should be noted that the differential may be a conventional open differential, such as, but not limited to, a bevel gear differential or a cylindrical gear differential; of course, the differential may also be a locking differential, such as a mechanical locking differential, an electronic locking differential, etc., and the power transmission system 1000 selects different differential types according to different vehicle types, such selection mainly being based on the cost of the whole vehicle, the weight reduction of the whole vehicle, the off-road performance of the whole vehicle, etc.

The power transmitted by the power transmission system 1000 is output to both wheels of the vehicle through the differential, but the power transmission system 1000 is not limited thereto.

The driving mode of the power transmission system 1000 according to the present invention will be described in detail with reference to the accompanying drawings.

The power train 1000 of the vehicle has a first engine driving mode, when the power train of the vehicle is in the first engine driving mode, the first motor generator unit 300 does not operate, the engine 100 and the system power output portion 401 are connected in power coupling by the first mode conversion device 402, and the power output by the engine 100 is output to the system power output portion 401 by the first mode conversion device 402. At this time, engine 100 normally outputs power, which is a normal driving mode of the vehicle.

The power train 1000 of the vehicle has a second engine drive mode, when the power train of the vehicle is in the second engine drive mode, the first motor generator unit 300 does not operate, the engine 100 is connected to the first mode switching device 402 by the second mode switching device 403 in a power coupling manner, the engine 100 is connected to the system power output unit 401 by the first mode switching device 402 in a power coupling manner, and the power output from the engine 100 is output to the first mode switching device 402 after sequentially reducing the speed by the second mode switching device 403, and is output to the input end of the system power output unit 401 by the first mode switching device 402. In this way, the power of the engine 100 is decelerated again when passing through the second mode switching device 403, so that the effects of deceleration and torque increase can be achieved, and the vehicle passing capacity can be improved.

The power transmission system 1000 of the vehicle has a pure electric drive mode, the power transmission system of the vehicle is in the pure electric drive mode, the engine 100 does not work, the first motor generator unit 300 is in power coupling connection with the system power output part 401 through the first mode conversion device 402, and the power output by the first motor generator unit 300 is output to the input end of the system power output part 401 through the first mode conversion device 402. Thus, the power transmission path between the first motor generator unit 300 and the first mode conversion device 402 is short, and the transmission efficiency is high.

The power transmission system 1000 of the vehicle has a first reverse-towing start mode, the power transmission system of the vehicle is in the first reverse-towing start mode, the engine 100 is in power coupling connection with the first motor generator unit 300 through the second mode conversion device 403, and the power output by the first motor generator unit 300 is output to the engine 100 through the second mode conversion device 403 to drive the engine 100 to start. So that the first motor generator unit 300 can be used as a starter.

The power transmission system 1000 of the vehicle has a second reverse-towing start mode, the power transmission system of the vehicle is in the second reverse-towing start mode, the engine 100 is in power coupling connection with the system power output part 401 through the first mode conversion device 402, the first motor generator unit 300 is in power coupling connection with the system power output part 401 through the first mode conversion device 402, and the power output by the first motor generator unit 300 is output to the engine 100 through the first mode conversion device 402 to drive the engine 100 to start. So that the first motor generator unit 300 can be used as a starter.

The power transmission system 1000 of the vehicle has a first hybrid drive mode, when the power transmission system of the vehicle is in the first hybrid drive mode, both the engine 100 and the first motor generator unit 300 operate, the engine 100 and the system power output portion 401 are in power coupling connection through the first mode conversion device 402, the first motor generator unit 300 and the system power output portion 401 are in power coupling connection through the first mode conversion device 402, the power output by the engine 100 is output to the input end of the system power output portion 401 through the first mode conversion device 402, and the power output by the first motor generator unit 300 is output to the input end of the system power output portion 401 through the first mode conversion device 402. Thus, engine 100 and first motor generator unit 300 have high power output efficiency, and the vehicle speed can be effectively increased.

The power train 1000 of the vehicle has a second hybrid drive mode, when the power train of the vehicle is in the second hybrid drive mode, both the engine 100 and the first motor generator unit 300 operate, the engine 100 is in power coupling connection with the first mode switching device 402 through the second mode switching device 403, the first motor generator unit 300 is in power coupling connection with the system power output portion 401 through the first mode switching device 402, the power output by the engine 100 is output to the input end of the system power output portion 401 through the second mode switching device 403 and the first mode switching device 402 in sequence, and the power output by the first motor generator unit 300 is output to the input end of the system power output portion 401 through the first mode switching device 402. In this way, the power of engine 100 is directly output from first motor generator unit 300 after twice speed reduction, so that the vehicle speed can be kept appropriate and the vehicle dynamic performance and passing performance are good.

When the power transmission system 1000 of the vehicle is in the first power generation mode, the engine 100 and the system power output part 401 are in power coupling connection through the first mode conversion device 402, the first motor generator unit 300 and the system power output part 401 are in power coupling connection through the first mode conversion device 402, a part of power output by the engine 100 is output to an input end of the system power output part 401 through the first mode conversion device 402, and the other part of power output by the engine 100 is output to the first motor generator unit 300 through the first mode conversion device 402, so that the first motor generator unit 300 is driven to generate power. Therefore, the vehicle is in a driving mode of driving while generating electricity, and is suitable for the condition of less electric quantity of the vehicle.

When the power transmission system 1000 of the vehicle is in the second driving power generation mode, the engine 100 is operated, the engine 100 is in power coupling connection with the first motor generator unit 300 through the second mode conversion device 403, the engine 100 is in power coupling connection with the system power output part 401 through the first mode conversion device 402, a part of power output by the engine 100 is output to the input end of the system power output part 401 through the first mode conversion device 402, and the other part of power output by the engine 100 is output to the first motor generator unit 300 through the second mode conversion device 403, so as to drive the first motor generator unit 300 to generate power. Therefore, the vehicle is in a driving mode of driving while generating electricity, and is suitable for the condition of less electric quantity of the vehicle.

The power transmission system 1000 of the vehicle has a first braking energy recovery mode, when the power transmission system 1000 of the vehicle is in the first braking energy recovery mode, the first motor generator unit 300 is in power coupling connection with the system power output portion 401 through the first mode conversion device 402, and power from wheels of the vehicle sequentially passes through the input end of the system power output portion 401 and the first mode conversion device 402 to drive the first motor generator unit 300 to generate power. Thus, the first motor generator unit 300 can recover power from the wheels, so that waste of energy can be reduced, and the mileage of the vehicle can be extended.

The vehicle powertrain 1000 has a third vehicle generating mode, when the vehicle powertrain 1000 is in the third vehicle generating mode, engine 100 is operated, engine 100 and system power output portion 401 are connected through first mode conversion device 402 in power coupling mode, first motor generator unit 300 and system power output portion 401 are connected through first mode conversion device 402 in power coupling mode, second motor generator 600 is connected with engine 100 in power coupling mode, a first part of power output by engine 100 is output to an input end of system power output portion 401 through first mode conversion device 402, a second part of power output by engine 100 is output to first motor generator unit 300 through first mode conversion device 402 to drive first motor generator unit 300 to generate electricity, and a third part of power output by engine 100 directly drives second motor generator unit 600 to generate electricity. In this way, both the first motor generator unit 300 and the second motor generator 600 can be used for generating power while traveling, so that the power generation efficiency of the vehicle can be improved.

When the power transmission system 1000 of the vehicle is in the fourth vehicle power generation mode, the engine 100 is operated, the engine 100 and the system power output part 401 are in power coupling connection through the first mode conversion device 402, the second motor generator 600 is in power coupling connection with the engine 100, a first part of power output by the engine 100 is output to an input end of the system power output part 401 through the first mode conversion device 402, a second part of power output by the engine 100 directly drives the second motor generator unit 600 to generate power, and the first motor generator unit 600 does not generate power. In this way, second motor generator 600 can generate electric power alone while traveling, and second motor generator 600 has high power generation efficiency.

The power transmission system 1000 of the vehicle has a first parking power generation mode, when the power transmission system 1000 of the vehicle is in the first parking power generation mode, the engine 100 is operated, the second motor generator 600 is in power coupling connection with the engine 100, the engine 100 and the first motor generator unit 300 are in power coupling connection through the second mode switching device 403, at least one of the engine 100 and the first motor generator unit 300 and the system power output part 401 is disconnected or disconnected through the first mode switching device 402, a first part of power output by the engine 100 is output to the first motor generator unit 300 through the second mode switching device 403 to drive the first motor generator unit 300 to generate power, and a second part of power output by the engine 100 directly drives the second motor generator unit 600 to generate power. Thus, when the vehicle is in the parking condition, the first motor generator unit 300 and the second motor generator 600 can generate power together, so that the power generation efficiency is high and the generated power is high.

The power train 1000 of the vehicle has a second parking power generation mode, when the power train 1000 of the vehicle is in the second parking power generation mode, the engine 100 is operated, at least one of the engine 100 and the first motor generator unit 300 is disconnected from the system power output part 401 through the first mode switching device 402, the second motor generator 600 is connected to the engine 100 in a power coupling manner, the power output from the engine 100 directly drives the second motor generator unit 600 to generate power, and the first motor generator unit 300 does not generate power. Thus, when the vehicle is in the parking condition, the second motor generator 600 generates power alone, so that the transmission path is short, and the waste of energy can be reduced.

When the vehicle power transmission system 1000 has a quick start mode, and the vehicle power transmission system 1000 is in the quick start mode, the second motor generator 600 is coupled to the engine 100, and the power output from the second motor generator 600 directly drives the engine 100 to start. Second motor generator 600 is used as a starter, and has high starting efficiency.

When second motor generator 600 is selectively coupled to engine 100, power train 1000 of the vehicle has a second braking energy recovery mode, and when power train 1000 of the vehicle is in the second braking energy recovery mode, second motor generator 600 is disconnected from engine 100, second motor generator 600 is coupled to system power output unit 401 via first clutch device 202, and the power from the wheels of the vehicle drives second motor generator 300 to generate power via system power output unit 401 in sequence. Thus, the first motor generator unit 300 can recover power from the wheels, so that waste of energy can be reduced, and the mileage of the vehicle can be extended.

Two different powertrain systems 1000 are described in detail below.

According to the first embodiment of the present invention, the power transmission system 1000 may include an engine 100, a dual clutch 202, a first input shaft i and a second input shaft ii, a first output shaft iii and a second output shaft iv, a transmission intermediate shaft V, a first motor generator 302, three main reducer driving gears Z, a main reducer driven gear Z', a system power output portion 401, a second mode switching device 403, and a rear wheel motor generator.

The dual clutch 202 has an input, a first output and a second output, the output of the engine 100 being connected to the input of the dual clutch. First input shaft I links to each other and second input shaft II links to each other with the first output, and second input shaft II is established on first input shaft I coaxially, is provided with at least one driving gear respectively fixedly on first input shaft I and the second input shaft II. And a reverse gear driven gear Rb and at least one driven gear are respectively sleeved on the first output shaft III and the second output shaft IV in an empty mode, the at least one driven gear is correspondingly meshed with the at least one driving gear, and the driven gear and the reverse gear driven gear Rb are selectively jointed with the corresponding output shafts. A first reverse intermediate gear Rm1 and a second reverse intermediate gear Rm2 are fixedly arranged on the transmission intermediate shaft V, the first reverse intermediate gear Rm1 is meshed with one of the at least one driving gear, and the second reverse intermediate gear Rm2 is meshed with the reverse driven gear Rb.

The three main reducer driving gears Z comprise a motor output gear, a first output gear fixedly arranged on a first output shaft III and a second output gear fixedly arranged on a second output shaft IV, the motor output gear is in power coupling connection with the first motor generator 302, and a main reducer driven gear Z' is meshed with the main reducer driving gear Z. The final drive driven gear Z' is in selective power coupling connection with the system power output 401.

The second mode switching device 403 is used for selectively coupling and connecting a driven gear and the motor output gear in a power coupling manner, so that the power from the engine 100 is output to the motor output gear after sequentially passing through the driving gear engaged with the driven gear, and the second mode switching device 402 for speed reduction, and the main reducer driven gear Z' is adapted to output the power from the main reducer driving gear Z to two front wheels.

The rear wheel motor generator drives two rear wheels through a reduction mechanism.

According to the second embodiment of the present invention, the power transmission system 1000 may include an engine 100, a dual clutch 202, first and second input shafts i and ii, first and second output shafts iii and iv, a transfer intermediate shaft V, a first motor generator 302, three main reducer drive gears Z, a main reducer driven gear Z', a system power output portion 401, a second mode switching device 403, and a rear wheel motor generator.

The second mode switching device 403 is used for selectively coupling the transmission countershaft V and the final drive driven gear Z 'in a power coupling manner, so that the power from the engine 100 is output to the final drive driven gear Z' after being reduced in speed by the second mode switching device 402 and the transmission countershaft V in sequence. The main reducer driven gear Z' is adapted to output power from the main reducer driving gear Z to the two front wheels.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. A powertrain system for a vehicle, comprising:

an engine;

a first motor generator unit;

a second motor generator in direct or selective power coupling connection with the engine;

a system power output;

a first mode switching device, wherein at least one of the first motor generator unit and the engine is power-coupled to or disconnected from the system power output through the first mode switching device;

the engine and the first mode conversion device are in power coupling connection or disconnection through the second mode conversion device, and the engine and the first mode conversion device are in power coupling connection through the second mode conversion device, so that the power from the engine is output to the first mode conversion device after the speed of the engine is reduced through the second mode conversion device;

a first clutch device for selectively power coupling the engine to the system power output, the first clutch device including a driving portion and a driven portion, the driven portion being selectively engageable with the driving portion, the second motor generator being cooperatively driven with the driving portion of the first clutch device via a transmission assembly, the driven portion being selectively power couplable to the system power output;

or the first clutch device is used for selectively coupling the second motor generator with the system power output part in a power coupling mode, the first clutch device comprises a driving part and a driven part, the driven part is selectively connected with the driving part, the second motor generator is coaxially connected to the driving part of the first clutch device, and the driven part is selectively connected with the system power output part in a power coupling mode.

2. The vehicle powertrain system of claim 1, wherein the second motor generator is disposed coaxially with the engine.

3. The vehicle powertrain system of claim 1, wherein the second motor generator is disposed in parallel with the engine.

4. The vehicle powertrain system of claim 1, wherein the second motor generator is connected between the engine and the system power output.

5. The vehicle powertrain system of claim 4, further comprising a second clutch device for selectively power coupling the second motor-generator with the engine.

6. The vehicle powertrain system of claim 1, wherein when the at least one of the engine and the first motor generator unit is disconnected from the system power output by the first mode switching device, the power output by the engine is adapted to drive the first motor generator unit to generate electricity by the first mode switching device.

7. The vehicle powertrain system of claim 1, wherein the first mode shift device includes a first shift device input and a first shift device output, the first shift device input being selectively engageable with the first shift device output, the first shift device input being selectively power coupleable with the engine, the first shift device input being power coupleable with the first motor generator unit, the first shift device output being fixedly disposed on the system power output.

8. The vehicle driveline of claim 7, wherein the first motor generator unit includes a first motor generator unit coupling portion in power-coupled connection with the first conversion device input portion.

9. The vehicle powertrain system of claim 8, wherein the first motor generator unit coupling is a final drive gear.

10. The vehicle powertrain system of claim 9, wherein the first conversion device input is a final drive driven gear that meshes with the final drive gear.

11. The vehicle driveline of claim 7, wherein the first conversion device input is over-sleeved on a half shaft of the vehicle and the first conversion device output is over-sleeved on a half shaft of the vehicle.

12. The vehicle powertrain system of claim 7, wherein the first mode shift device further includes a first shift device engager for selectively synchronizing the first shift device input with the first shift device output.

13. The vehicle powertrain system of claim 12, wherein the first converter adapter is disposed on the first converter input or the first converter output.

14. The vehicle powertrain system of claim 7, wherein the engine and the first conversion device input are dynamically coupleable and disconnectable by the second mode conversion device.

15. The vehicle powertrain system of claim 1, wherein the engine and the first motor generator unit are power coupleable or disconnectable by the second mode conversion device, and the first motor generator unit is power coupleable with the first mode conversion device.

16. The vehicular power train system according to claim 15, wherein the first motor generator unit includes a first motor generator and a first motor generator unit coupling portion, the first motor generator unit coupling part is in power coupling connection with the first mode switching device, the first motor generator is connected with the first motor generator unit coupling part in a power coupling way, the first motor generator unit coupling portion and the engine may be power-coupled or disconnected by the second mode changeover means, the first motor generator unit coupling portion is in power coupling connection with the engine through the second mode conversion means, and the power from the engine is output to the first mode conversion device after being reduced in speed by passing through the second mode conversion device and the first motor generator unit coupling portion in this order.

17. The vehicle driveline of claim 16, wherein the engine and the first motor generator are selectively power coupled via the second mode transition device, and the engine and the first motor generator are power coupled via the second mode transition device, such that power from the engine is adapted to drive the first motor generator to generate electricity via the second mode transition device.

18. The vehicle powertrain system of claim 16, wherein the second mode switching device includes a second switching device input, a switching portion, and a second switching device output, the second switching device output being in power coupling connection with the first motor generator unit coupling portion, and the power from the engine being adapted to be output to the first motor generator unit coupling portion after being reduced in speed sequentially through the second switching device input, the switching portion, and the second switching device output.

19. The vehicle powertrain system of claim 18, wherein the second converter output is in power coupling connection with the first motor generator, and wherein power from the engine is adapted to drive the first motor generator to generate electricity sequentially through the second converter input, the converter, and the second converter output.

20. The vehicle driveline of claim 18, wherein the second conversion device input is selectively power coupleable with the engine, the second conversion device input is selectively power coupleable with the conversion portion, and the conversion portion is power coupleable with the second conversion device output.

21. The vehicle driveline of claim 20, wherein the second mode transition device further comprises a second transition device engager, the second transition device input being selectively power coupleable with the transition portion via the second transition device engager.

22. The powertrain system of a vehicle of claim 20, wherein the second mode shift means includes:

a conversion device input shaft having a first conversion input idly sleeved thereon, the first conversion input being the second conversion device input portion;

a conversion device output shaft, the conversion device output shaft being the second conversion device output part;

the first conversion is sleeved on the input shaft of the conversion device in an empty mode, the second conversion is fixed on the output shaft of the conversion device, and the first conversion and the second conversion which are meshed with each other are converted into conversion parts.

23. The powertrain system of a vehicle of claim 20, wherein the second mode shift means includes:

a conversion device input shaft that is the second conversion device input;

24. The powertrain system of a vehicle of claim 20, wherein the second mode shift means includes:

a first conversion portion and a second conversion portion that are engaged with each other, the first conversion portion being fixed to the conversion device input shaft, the second conversion portion being fixed to the conversion device output shaft, and the first conversion portion and the second conversion portion being engaged with each other.

25. The vehicle driveline of claim 18, wherein the second conversion device input is selectively power coupleable with the engine, the second conversion device input is power coupleable with the conversion portion, and the conversion portion is selectively power coupleable with the second conversion device output.

26. The vehicle powertrain system of claim 25, wherein the second mode transition device further includes a second transition device engager, the transition portion being in selective power coupling connection with the second transition device output through the second transition device engager.

27. The powertrain system of a vehicle of claim 25, wherein the second mode shift means includes:

a conversion device input shaft to which a first conversion input is fixed, the first conversion input being the second conversion device input portion;

the first conversion part is fixed on the input shaft of the conversion device, the second conversion part is sleeved on the output shaft of the conversion device, and the first conversion part and the second conversion part are meshed with each other.

28. The vehicle driveline of claim 18, wherein the second conversion device input is selectively power coupleable to the engine, the second conversion device input is power coupleable to the conversion portion, and the conversion portion is power coupleable to the second conversion device output.

29. The vehicle driveline of claim 28, wherein the second mode transition device further comprises a second transition device engager, the second transition device input being selectively power coupleable with the engine via the second transition device engager.

30. The powertrain system of a vehicle of claim 28, wherein the second mode shift means includes:

31. The vehicle powertrain system of claim 16,

the second mode conversion device comprises a conversion device input shaft, a first conversion device intermediate shaft and a conversion device output shaft, and the conversion device output shaft is in power coupling connection with the first motor generator unit coupling part;

the power from the engine is adapted to be output to the first motor generator unit coupling portion after being decelerated sequentially by the conversion device input shaft, the first conversion device intermediate shaft, and the conversion device output shaft.

32. The vehicle powertrain system of claim 31, wherein the conversion device output shaft is in power coupling connection with the first motor generator, and wherein power from the engine is adapted to drive the first motor generator to generate electricity sequentially through the conversion device input shaft, the first conversion device intermediate shaft, and the conversion device output shaft.

33. The vehicle powertrain system of claim 31, wherein the conversion device input shaft is selectively power coupleable with the engine, the conversion device input shaft is selectively power coupleable with the first conversion device intermediate shaft, and the first conversion device intermediate shaft is power coupleable with the conversion device output shaft.

34. The vehicle powertrain system of claim 31, wherein the conversion device input shaft is selectively power coupleable to the engine, the conversion device input shaft is power coupleable to the first conversion device intermediate shaft, and the first conversion device intermediate shaft is power coupleable to the conversion device output shaft.

35. The vehicle powertrain system of claim 31, wherein the conversion device input shaft is selectively power coupleable with the engine, the conversion device input shaft is power coupleable with the first conversion device intermediate shaft, and the first conversion device intermediate shaft is selectively power coupleable with the conversion device output shaft.

36. The vehicle powertrain system of claim 31, wherein the second mode shift device further includes a second shift device intermediate shaft, and wherein power from the engine is adapted to be output to the first motor generator unit coupling portion after being downshifted through the shift device input shaft, the first shift device intermediate shaft, the second shift device intermediate shaft, and the shift device output shaft in this order.

37. The vehicle powertrain system of claim 36, wherein the conversion device output shaft is in power coupling connection with the first motor generator, and power from the engine is adapted to drive the first motor generator to generate electricity sequentially through the conversion device input shaft, the first conversion device intermediate shaft, the second conversion device intermediate shaft, and the conversion device output shaft.

38. The vehicle powertrain system of claim 36, wherein the conversion device input shaft is selectively power coupleable to the engine, the conversion device input shaft is power coupleable to the first conversion device intermediate shaft, the first conversion device intermediate shaft is power coupleable to the second conversion device intermediate shaft, and the second conversion device intermediate shaft is power coupleable to the conversion device output shaft.

39. The vehicle powertrain system of claim 36, wherein the conversion device input shaft is selectively power coupleable with the engine, the conversion device input shaft is selectively power coupleable with the first conversion device intermediate shaft, the first conversion device intermediate shaft is power coupleable with the second conversion device intermediate shaft, and the second conversion device intermediate shaft is power coupleable with the conversion device output shaft.

40. The vehicle powertrain system of claim 36, wherein the conversion device input shaft is selectively power coupleable to the engine, the conversion device input shaft is selectively power coupleable to the first conversion device intermediate shaft, the first conversion device intermediate shaft is selectively power coupleable to the second conversion device intermediate shaft, and the second conversion device intermediate shaft is power coupleable to the conversion device output shaft.

41. The vehicle powertrain system of claim 36, wherein the conversion device input shaft has a first conversion input, a first conversion, the first conversion device intermediate shaft has a second conversion and a third conversion, the second conversion device intermediate shaft has a fourth conversion and a fifth conversion, the conversion device output shaft has a sixth conversion, the first conversion is engaged with the second conversion, the third conversion is engaged with the fourth conversion, and the fifth conversion is engaged with the sixth conversion.

42. The vehicle powertrain system of claim 41, wherein the second mode shift device further includes a second shift device engager for engaging one gear of the first shift input, the first shift, the second shift, the third shift, the fourth shift and a shaft corresponding to the one gear to output power from an engine through the first shift input, a shift device input shaft, the first shift, the second shift, the first shift intermediate shaft, the third shift, the fourth shift, the second shift intermediate shaft, the fifth shift, a sixth shift, the shift device output shaft in this order.

43. The vehicle powertrain system of claim 1, further comprising a transmission unit adapted to be selectively coupled to the engine power;

at least one of the transmission unit and the first motor generator unit is power-coupled to or disconnected from the system power output portion by the first mode conversion device;

the speed change unit and the first mode conversion device can be connected or disconnected through the second mode conversion device in a power coupling mode.

44. The vehicular power transmission system according to claim 43, wherein the speed change unit comprises:

a variable speed power input selectively engageable with the engine to transmit power generated by the engine;

a speed change power output portion;

a transmission unit output portion, wherein the transmission power output portion is configured and adapted to output power from the transmission power input portion to the transmission unit output portion through synchronization of a transmission unit synchronizer, the transmission unit output portion being in power coupling connection with the first mode conversion device, the transmission power output portion being in power coupling connection with the second mode conversion device.

45. The vehicle powertrain system of claim 44,

the transmission power input includes at least one input shaft, each of the input shafts being selectively engageable with the engine;

the speed change power output portion includes: at least one output shaft, each said output shaft adapted for selective power coupling with a corresponding input shaft to output power from said engine to said transmission unit output, wherein one said output shaft is selectively power couplable with said second mode shifting device;

the speed change power output portion includes: a transfer intermediate shaft and at least one output shaft, each of said output shafts being adapted for selective power coupling with a corresponding input shaft to output power from said engine to a transmission unit output, said transfer intermediate shaft being adapted to transfer power from one of said input shafts to a corresponding said output shaft, said transfer intermediate shaft being selectively power couplable with said second mode switching device.

46. The vehicular power transmission system according to claim 43, wherein the speed change unit comprises:

a speed change power output portion;

a transmission unit output portion configured and adapted to output the power from the transmission power input portion to the transmission unit output portion through synchronization of a transmission unit synchronizer, the transmission unit output portion being in power-coupled connection with the first mode conversion device, the second mode conversion device being adapted to output the power from the engine to the first mode conversion device sequentially through the transmission power input portion, the transmission power output portion, and the transmission unit output portion.

47. The vehicle powertrain system of claim 46, wherein the transmission power input includes at least one input shaft, each of the input shafts being selectively engageable with the engine;

the speed change power output portion includes: a transfer intermediate shaft and at least one output shaft, each of said output shafts being adapted for selective power coupling with a corresponding input shaft to output power from said engine to a transmission unit output through a corresponding said input shaft, said transfer intermediate shaft being adapted to transmit power from one of said input shafts to a corresponding said output shaft, said transfer intermediate shaft being selectively power couplable with said second mode shift device.

48. The vehicle powertrain system of claim 47, wherein the second mode shift device comprises:

a low gear drive gear fixedly disposed on one of the input shafts;

a low-gear intermediate idler wheel sleeved on the output shaft in an empty mode;

and the low-gear intermediate idler wheel is externally meshed with the low-gear driving gear and the low-gear driven gear respectively.

49. The vehicle powertrain system of claim 48, wherein the second mode shift device further includes a second shift device engager, the transfer countershaft and the low driven gear being selectively engageable by the second shift device engager.

50. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first engine drive mode, the first motor generator unit is not operated when the vehicle powertrain system is in the first engine drive mode, the engine and the system power output portion are power-coupled through the first mode conversion device, and the power output by the engine is output to the system power output portion through the first mode conversion device.

51. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second engine drive mode, and wherein the first motor generator unit is not operated when the vehicle powertrain system is in the second engine drive mode, the engine is in power coupling connection with the first mode switching device via the second mode switching device, the engine is in power coupling connection with the system power output unit via the first mode switching device, and the power output by the engine is sequentially decelerated by the second mode switching device and then output to the first mode switching device, and then output to the input of the system power output unit via the first mode switching device.

52. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has an electric-only driving mode, the vehicle powertrain system is in the electric-only driving mode, the engine is not operated, the first motor generator unit is in power coupling connection with the system power output portion through the first mode conversion device, and the power output by the first motor generator unit is output to the input end of the system power output portion through the first mode conversion device.

53. The vehicle powertrain system of claim 15, wherein the vehicle powertrain system has a first reverse-towing start mode, the vehicle powertrain system is in the first reverse-towing start mode, the engine is in power coupling connection with the first motor generator unit via the second mode conversion device, and the power output by the first motor generator unit is output to the engine via the second mode conversion device to drive the engine to start.

54. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second anti-drag start mode, the vehicle powertrain system is in the second anti-drag start mode, the engine is in power coupling connection with the system power output portion through the first mode conversion device, and the first motor generator unit is in power coupling connection with the system power output portion through the first mode conversion device, and the power output by the first motor generator unit is output to the engine through the first mode conversion device to drive the engine to start.

55. The vehicle powertrain system according to claim 1, wherein the vehicle powertrain system has a first hybrid drive mode, and when the vehicle powertrain system is in the first hybrid drive mode, the engine and the first motor generator unit are both operated, the engine and the system power output portion are connected through the first mode conversion device in a power coupling manner, and the first motor generator unit and the system power output portion are connected through the first mode conversion device in a power coupling manner, and the power output from the engine is output to the input end of the system power output portion through the first mode conversion device, and the power output from the first motor generator unit is output to the input end of the system power output portion through the first mode conversion device.

56. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second hybrid drive mode, the engine and the first motor generator unit are both operated when the powertrain of the vehicle is in a second hybrid drive mode, the engine is in power coupling connection with the first mode conversion device through the second mode conversion device, and the first motor generator unit is in power coupling connection with the system power output part through the first mode conversion device, the power output by the engine is output to the input end of the system power output part through the second mode conversion device and the first mode conversion device in sequence, the power output from the first motor generator unit is output to the input end of the system power output portion through the first mode switching means.

57. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first vehicle power generation mode, and when the vehicle powertrain system is in the first vehicle power generation mode, the engine and the system power output portion are connected by the first mode conversion device through power coupling, and the first motor generator unit and the system power output portion are connected by the first mode conversion device through power coupling, and a part of the power output by the engine is output to the input end of the system power output portion through the first mode conversion device, and another part of the power output by the engine is output to the first motor generator unit through the first mode conversion device, and drives the first motor generator unit to generate power.

58. The vehicle powertrain system of claim 15, wherein the vehicle powertrain system has a second driving power generation mode, and when the vehicle powertrain system is in the second driving power generation mode, the engine is operated, the engine is in power coupling connection with the first motor generator unit through the second mode conversion device, the engine is in power coupling connection with the system power output portion through the first mode conversion device, a part of power output by the engine is output to the input end of the system power output portion through the first mode conversion device, and another part of power output by the engine is output to the first motor generator unit through the second mode conversion device, so as to drive the first motor generator unit to generate power.

59. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a first braking energy recovery mode, and when the vehicle powertrain system is in the first braking energy recovery mode, the first motor generator unit is in power coupling connection with the system power output portion through the first mode conversion device, and power from wheels of the vehicle sequentially passes through the input end of the system power output portion and the first mode conversion device to drive the first motor generator unit to generate power.

60. The vehicle powertrain system according to claim 6, wherein the vehicle powertrain system has a third-vehicle power generation mode, the engine is operated when the vehicle powertrain system is in the third-vehicle power generation mode, the engine and the system power output portion are power-coupled through the first mode conversion means, the first motor generator unit and the system power output portion are power-coupled through the first mode conversion means, the second motor generator and the engine are power-coupled, a first part of the power output from the engine is output to an input of the system power output portion through the first mode conversion means, and a second part of the power output from the engine is output to the first motor generator unit through the first mode conversion means, the first motor generator unit is driven to generate electricity, and the third part of power output by the engine directly drives the second motor generator unit to generate electricity.

61. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a fourth vehicle power generation mode, and wherein the engine is operated when the vehicle powertrain system is in the fourth vehicle power generation mode, the engine is in power coupling connection with the system power output portion through the first mode switching device, the second motor generator is in power coupling connection with the engine, a first portion of the power output by the engine is output to the input end of the system power output portion through the first mode switching device, a second portion of the power output by the engine directly drives the second motor generator unit to generate power, and the first motor generator unit does not generate power.

62. The vehicle powertrain system of claim 15, wherein the vehicle powertrain system has a first park electric power generation mode, the engine operates when a powertrain of the vehicle is in the first park electric power generation mode, the second motor generator is in power coupling connection with the engine, the engine and the first motor generator unit are in power coupling connection through the second mode conversion device, at least one of the engine and the first motor generator unit is disconnected from the system power output portion by the first mode changeover means, a first part of the power output by the engine is output to the first motor generator unit through the second mode conversion device to drive the first motor generator unit to generate power, the second part of the power output by the engine directly drives the second motor generator unit to generate electricity.

63. The vehicle powertrain system of claim 6, wherein the vehicle powertrain system has a second parking power generation mode, the engine is operated when the vehicle powertrain system is in the second parking power generation mode, at least one of the engine and the first motor generator unit is disconnected from the system power output portion by the first mode switching device, the second motor generator is connected to the engine in a power coupling manner, the power output from the engine directly drives the second motor generator unit to generate power, and the first motor generator unit does not generate power.

64. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a rapid start mode, and wherein the second motor generator is in power coupling connection with the engine when the vehicle powertrain system is in the rapid start mode, and wherein power output from the second motor generator directly drives the engine to start.

65. The vehicle powertrain system of claim 1, wherein the vehicle powertrain system has a second regenerative braking mode when the second motor generator is selectively coupled to the engine, wherein the second motor generator is disconnected from the engine when the vehicle powertrain system is in the second regenerative braking mode, wherein the second motor generator is coupled to the system power output unit via the first clutch device, and wherein power from the vehicle wheels sequentially passes through the system power output unit to drive the second motor generator to generate power.

66. A vehicle characterized by comprising a driveline of a vehicle according to any one of claims 1-65.