CN115076320A

CN115076320A - Power system and vehicle

Info

Publication number: CN115076320A
Application number: CN202210561986.4A
Authority: CN
Inventors: 张伟男; 谷鸣宇; 赫建勇; 王林国; 史成淼; 高铁石; 王志广; 张国栋; 时有付; 刘亮
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2022-05-23
Filing date: 2022-05-23
Publication date: 2022-09-20

Abstract

The invention relates to a power system which comprises an engine, a power coupling device and a transmission, wherein the engine is in operable transmission connection with an input shaft of the transmission through the power coupling device. The power coupling device includes a housing, a gear reduction mechanism, and a shift assembly. The gear shifting assembly comprises a fixed tooth holder arranged in the shell and a first shifting piece in sliding connection with the fixed tooth holder. Wherein the first shift member has a first lock position during sliding of the fixed carrier in response to actuation of an external force. When the first gear shifting piece is in a first locking position, the first gear shifting piece is meshed with the fixed gear seat and the sun gear respectively, the power system has a first mode, and the power of the engine is transmitted to the transmission through the gear ring and the planetary gear set in the first mode so as to realize the power output of the engine. According to the invention, through the first shifting piece with the first locking position, the fuel economy is improved through weight reduction, the gear shifting mode is smoother, and the driving comfort is improved.

Description

Power system and vehicle

Technical Field

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

Background

In order to adapt to different driving conditions of starting, accelerating and driving of a vehicle, overcoming various road obstacles and the like, different requirements are often made on traction force and vehicle speed of a driving vehicle, and therefore a low-speed and high-torque motor is usually adopted to be matched with a clutch, a transmission and other devices to realize gear shifting of the vehicle.

However, the power coupling mode of controlling the engine and the motor by the clutch has heavy weight and high cost, so that the fuel economy is poor, and the driving comfort is difficult to ensure.

Disclosure of Invention

Therefore, it is necessary to provide a power system and a vehicle with high fuel economy and driving comfort for solving the problem of poor fuel economy and driving comfort of a power coupling system of a vehicle.

One aspect of the invention provides a power system, which comprises an engine, a power coupling device and a transmission, wherein the engine is in operable transmission connection with an input shaft of the transmission through the power coupling device; the power coupling device includes:

a housing;

the gear speed reducing mechanism is arranged in the shell; the gear speed reducing mechanism comprises a sun gear, a planetary gear set and a gear ring; the sun gear is arranged on an input shaft of the transmission, and the planetary gear set is meshed between the sun gear and the gear ring; and

the gear shifting assembly comprises a fixed tooth holder arranged in the shell and a first shifting piece in sliding connection with the fixed tooth holder;

the first gear shifting piece is driven by external force to slide on the fixed tooth holder, and the first gear shifting piece is provided with a first locking position; when the first gear shifting piece is positioned at a first locking position, the first gear shifting piece is respectively meshed with the fixed tooth holder and the sun gear, and the power system has a first mode;

the powertrain is in a first mode, and power from the engine is transferred to the transmission via the ring gear and the planetary gear set to effect a power output from the engine.

In one embodiment, the power system further comprises a motor in transmission connection with the sun gear;

the first gear shifting member has a second locking position during sliding of the first gear shifting member on the fixed carrier in response to actuation by an external force; when the first gear shifting piece is in a second locking position, the first gear shifting piece is meshed with the fixed tooth holder and the gear ring respectively, and the power system has a second mode and a third mode; the power system is in a second mode, and the power of the motor is transmitted to the transmission through the sun gear and the planetary gear set so as to realize the power output of the motor;

the powertrain is in a third mode, and the transmission transmits external power to the electric machine via the planetary gear set in response to the external power to effect generation of electricity by the electric machine.

In one embodiment, the power system further comprises a motor in transmission connection with the sun gear; during the sliding of the first gear shifting member on the fixed tooth holder in response to the actuation of the external force, the first gear shifting member has an unlocking position, and the power system has a fourth mode and a fifth mode;

when the first gear shifting piece is located at the unlocking position, the first gear shifting piece is separated from the sun wheel and the planetary gear set;

the power of the engine is transmitted to the transmission through the gear ring and the planetary gear set;

the power system is in a fourth mode, and the motor is transmitted to the transmission through the sun gear and the planetary gear set so as to realize hybrid power output of the engine and the motor;

the power system is in a fifth mode, and the transmission transmits power of the engine to the motor via the planetary gear set in response to power of the engine to realize traveling power generation.

In one embodiment, the first shift member includes a sliding sleeve.

In one embodiment, the planetary gear set comprises a planet carrier and a plurality of planet gears arranged on the planet carrier, each planet gear is meshed between a sun gear and a gear ring, and the power system has a sixth mode, a seventh mode and an eighth mode;

the gear shifting assembly further comprises a second shifting piece arranged between the gear ring and the planet carrier, and a third locking position is formed when the second shifting piece slides along the axial direction of the gear ring in response to the driving of external force;

when the first gear shifting piece is positioned at a second locking position, the second gear shifting piece is respectively meshed with the gear ring and the planet carrier;

the power system is in a sixth mode, and the power of the engine is directly transmitted to the transmission;

the power system is in a seventh mode, and the power of the motor is directly transmitted to the transmission;

the power system is in the eighth mode, the power of the engine is directly transmitted to the transmission, and the power of the motor is directly transmitted to the transmission.

In one embodiment, the second shift element includes a sliding sleeve.

In one embodiment, the power system further comprises a torsional damper disposed between the engine and the gear reduction mechanism, the torsional damper being in driving communication with the engine and the gear reduction mechanism, respectively.

In one embodiment, a torsional damper is disposed between the engine and the planetary gear set.

In one embodiment, a torsional damper is disposed between the engine and the sun gear.

In another aspect of the invention, a vehicle is also provided, which comprises the power system.

Above-mentioned driving system and vehicle, through the first piece locking sun gear and the fixed toothholder of shifting who has first locking position, replaced the mode of shifting of clutch, reduced driving system's weight, improved fuel economy, and do not have the pause when the clutch switches the fender position, the mode of shifting is more smooth and easy, has promoted driving comfort.

Drawings

FIG. 1 is a schematic diagram of a powertrain system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of the powertrain system of an embodiment of the present invention in a first mode;

FIG. 3 is a schematic diagram of the powertrain system of an embodiment of the present invention in a second mode;

FIG. 4 is a schematic diagram of the powertrain system of an embodiment of the present invention in a fourth mode;

FIG. 5 is a schematic diagram of a powertrain system according to another embodiment of the present invention in a sixth mode, a seventh mode, or an eighth mode;

FIG. 6 is a schematic diagram of a powertrain system of yet another embodiment of the present invention;

fig. 7 is a schematic diagram of a power system in accordance with yet another embodiment of the present invention.

Description of reference numerals:

100. a power system; 10. an engine; 20. a power coupling device; 21. a housing; 22. a gear reduction mechanism; 221. a sun gear; 222. a planetary gear set; 2221. a planet carrier; 2222. a planet wheel; 223. a ring gear; 23. a shift assembly; 231. fixing the tooth holder; 232. a first shift member; 233. a second shift member; 234. a coupling tooth; 30. a transmission; 31. an input shaft; 40. a motor; 50. a torsional damper.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

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 device or element must have a particular orientation, be constructed and operated in a particular orientation, and are 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; can be mechanically or electrically connected; 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.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Furthermore, the drawings are not 1: 1, and the relative dimensions of the various elements in the figures are drawn for illustration only and not necessarily to true scale.

For the purpose of illustration, the drawings show only the structures associated with embodiments of the invention.

FIG. 1 illustrates a schematic diagram of a powertrain system in one embodiment of the present invention. FIG. 2 shows a schematic diagram of the powertrain in a first mode in an embodiment of the present invention.

Referring to fig. 1 in conjunction with fig. 2, a powertrain 100 according to an embodiment of the present invention includes an engine 10, a power coupling device 20, and a transmission 30, wherein the engine 10 is operatively connected to an input shaft 31 of the transmission 30 in a transmission manner via the power coupling device 20. The power coupling device 20 includes a housing 21, a gear reduction mechanism 22, and a shift assembly 23. The gear reduction mechanism 22 is provided in the housing 21, the gear reduction mechanism 22 includes a sun gear 221, a planetary gear set 222, and a ring gear 223, the sun gear 221 is mounted on the input shaft 31 of the transmission 30, and the planetary gear set 222 is engaged between the sun gear 221 and the ring gear 223. The shifting unit 23 includes a fixed carrier 231 disposed in the housing 21 and a first shift member 232 slidably coupled to the fixed carrier 231. The sun gear 221, the ring gear 223 and the fixed toothholder 231 are coaxially disposed, and the first shift piece 232 has a first locking position when the first shift piece 232 slides on the fixed toothholder 231 in response to the driving of an external force. When the first shift piece 232 is in the first lock position, the first shift piece 232 is engaged with the fixed carrier 231 and the sun gear 221, respectively, the powertrain 100 has the first mode, the powertrain 100 is in the first mode, and the power of the engine 10 is transmitted to the transmission 30 via the ring gear 223 and the planetary gear set 222 to realize the power output of the engine 10.

According to the power system 100 provided by the invention, the sun gear 221 and the fixed tooth holder 231 are locked by the first shift piece 232 with the first locking position, so that a clutch shifting mode is replaced, the weight of the power system 100 is reduced, the fuel economy is improved, no stop of the clutch when the gear is switched is caused, the shifting mode is smoother, and the driving comfort is improved.

FIG. 3 shows a schematic diagram of the powertrain in a second mode in an embodiment of the present invention.

Referring to fig. 3, in some embodiments, the powertrain 100 further includes an electric machine 40 drivingly connected to the sun gear 221. During the sliding of the first change-over member 232 on the fixed toothholder 231 in response to the urging of the external force, the first change-over member 232 has a second locking position, and when the first change-over member 232 is in the second locking position, the first change-over member 232 is engaged with the fixed toothholder 231 and the ring gear 223, respectively, and the powertrain 100 has a second mode and a third mode. The powertrain 100 is in the second mode, and power of the electric machine 40 is transmitted to the transmission 30 via the sun gear 221 and the planetary gear set 222 to achieve power output of the electric machine 40. In this way, by the second lock position, the ring gear 223 and the fixed carrier 231 can be locked by the sliding of the first shift stopper 232, and the output end of the engine 10 can be locked, so that the power can be transmitted from the sun gear 221 to the planetary gear set 222 at a fixed reduction ratio with the sun gear 221 via the ring gear 223, and the power can be transmitted via the input shaft 31 of the transmission 30. In addition, the motor 40 is used for outputting power at low speed or idling, and the engine 10 does not work when the preset speed is not reached, so that the engine 10 can be kept in the optimal working condition state. In other embodiments, the powertrain 100 is in a third mode (not shown), and the transmission 30 is responsive to external power to transmit the external power to the electric machine 40 via the planetary gear set 222 to effect electric power generation by the electric machine 40. In this way, the power from the vehicle is transmitted to the motor 40 through the planetary gear set 222, and the motor 40 converts the power into electric energy, thereby implementing the regenerative braking function. In particular, in some embodiments, the sun gear 221 is drivingly connected to the rotor of the motor 40. In this way, reliable transmission between the motor 40 and the sun gear 221, and further reliable transmission between the motor 40 and the gear reduction mechanism 22 can be achieved.

FIG. 4 shows a schematic diagram of the powertrain in a fourth mode in an embodiment of the present invention.

Referring to FIG. 4, in some embodiments, the powertrain 100 further includes an electric machine 40 drivingly connected to the sun gear 221. In the process that the first shift piece 232 slides on the fixed tooth holder 231 in response to the external force, the first shift piece 232 has an unlocked position, the power system 100 has a fourth mode and a fifth mode, and when the first shift piece 232 is in the unlocked position, the first shift piece 232 is separated from both the sun gear 221 and the planetary gear set 222. The power of the engine 10 is transmitted to the transmission 30 via the ring gear 223 and the planetary gear set 222. The powertrain 100 is in the fourth mode, and the electric machine 40 is transferred to the transmission 30 via the sun gear 221 and the planetary gear set 222 to achieve hybrid power output of the engine 10 and the electric machine 40. In this way, by the unlocked position of the first shift piece 232, power can be distributed by different powers of the engine 10 and the motor 40, and power can be transmitted to the transmission 30 in cooperation with the reduction ratio of the gear reduction mechanism 22, thereby realizing hybrid power output. In the hybrid power output mode, when starting and accelerating, the motor 40 can make up for the defect of insufficient torque force at low rotating speed of the engine 10, so that the oil consumption is reduced, and the fuel economy is better. In other embodiments, powertrain 100 is in a fifth mode (not shown), and transmission 30 is responsive to power from engine 10 to transmit power from engine 10 to motor 40 via planetary gear set 222 to effect power generation during a driving operation.

In some embodiments, the first shift piece 232 comprises a sliding gear sleeve. Thus, the sliding sleeve gear has a simple structure and a light weight, and is easily engaged with the gears such as the sun gear 221 and the planetary gear set 222 in the gear reduction mechanism 22, thereby reducing the number of processing steps and further reducing the cost. Of course, in other embodiments, the first shift element 232 may be other shift elements capable of engaging with the ring gear 223 and the gear in the gear reduction mechanism 22 to shift gears, and is not limited herein.

FIG. 5 shows a schematic diagram of the powertrain in a sixth mode, a seventh mode, or an eighth mode in another embodiment of the present invention.

Referring to fig. 5, in some embodiments, the planetary gear set 222 includes a planet carrier 2221 and a plurality of planet gears 2222 arranged on the planet carrier 2221, each planet gear 2222 is engaged between the sun gear 221 and the ring gear 223, and the power system 100 has a sixth mode, a seventh mode, and an eighth mode. The shift assembly 23 further includes a second shift member 233 provided between the ring gear 223 and the planet carrier 2221, the second shift member 233 having a third lock position when the second shift member 233 slides in the axial direction of the ring gear 223 in response to the urging of an external force. When the first shift member 232 is in the second lock position, the second shift member 233 engages with the ring gear 223 and the carrier 2221, respectively. The powertrain 100 is in the sixth mode, and power from the engine 10 is directly transferred to the transmission 30. In this way, the entire gear reduction mechanism 22 can be locked by locking the carrier 2221 and the ring gear 223 via the second shift element 233, and the power of the engine 10 can be directly transmitted to the transmission 30 without being reduced in speed by the gear reduction mechanism 22. And the fuel economy of the whole vehicle can be further improved due to the fact that no power loss of speed reduction exists. In other embodiments, the powertrain 100 is in the seventh mode, and power from the electric machine 40 is transmitted directly to the transmission 30. Thus, the whole gear reduction mechanism 22 is locked, loss caused when power is reduced through the gear reduction mechanism 22 is not needed, direct output of power of the motor 40 is achieved, and fuel economy of the whole vehicle can be further improved. In still other embodiments, the powertrain 100 is in the eighth mode, with power from the engine 10 being transferred directly to the transmission 30 and power from the electric machine 40 being transferred directly to the transmission 30.

In some embodiments, the coupling teeth 234 are disposed between the planet carrier 2221 and the ring gear 223, and the second shift member 233 is engaged with the coupling teeth 234. In this way, the engagement of the coupling teeth 234 and the second shift member 233 enables the locking of the carrier 2221 and the ring gear 223. Further, the second shift piece 233 includes a sliding gear sleeve. Thus, the sliding sleeve gear has a simple structure and a light weight, and is easily engaged with the gears such as the sun gear 221 and the planetary gear set 222 in the gear reduction mechanism 22, thereby reducing the number of processing steps and further reducing the cost. Of course, in other embodiments, the first shift element 232 may be other shift elements capable of engaging with the ring gear 223 and the gear in the gear reduction mechanism 22 to shift gears, and is not limited herein.

Referring again to fig. 1, in some embodiments, the powertrain 100 further includes a torsional damper 50, the torsional damper 50 is disposed between the engine 10 and the gear reduction mechanism 22, and the torsional damper 50 is in driving connection with the engine 10 and the gear reduction mechanism 22, respectively. In this manner, the torsional damper 50 can reduce the torsional rigidity between the output end of the engine 10 and the gear reduction mechanism 22, thereby reducing the natural frequency of torsional vibration of the gear reduction mechanism 22. Further, the torsional damper 50 can increase the torsional damping of the gear reduction mechanism 22, suppress the amplitude corresponding to the torsional resonance, and attenuate the transient torsional vibration generated by the impact. The torsional damper 50 also eliminates transmission 30 idle noise and torsional vibration and noise of the gear reduction mechanism 22 and the transmission 30. In addition, the torsional damper 50 can also alleviate the torsional impact load of the gear reduction mechanism 22 under the unstable condition, and further improve the smoothness of engagement between the gear reduction mechanism 22 and the engine 10, thereby improving the driving comfort.

Fig. 6 shows a schematic diagram of a power system of yet another embodiment of the present invention.

Referring to fig. 6, in some embodiments, a torsional damper 50 is disposed between the engine 10 and the planetary gear set 222. In this way, the engine 10 is connected to the planetary gear set 222 through the torsional damper 50, so that the torsion between the engine 10 and the planetary gear set 222 can be easily damped, and the smooth engagement between the planetary gear set 222 and the engine 10 can be further improved, thereby ensuring the driving comfort of the driver. Specifically to some embodiments, the engine 10 is connected to the carrier 2221 of the planetary gear set 222 through the torsional vibration damper 50.

Fig. 7 shows a schematic diagram of a power system of yet another embodiment of the present invention.

Referring to fig. 7, in yet other embodiments, a torsional damper 50 is disposed between the engine 10 and the sun gear 221. In this way, the engine 10 is connected to the sun gear 221 through the torsional damper 50, so that the torsion between the engine 10 and the sun gear 221 can be easily damped, and the smooth engagement between the sun gear 221 and the engine 10 can be further improved, thereby ensuring the driving comfort of the driver.

Based on the same inventive concept, the invention also provides a vehicle comprising the power system 100. According to the vehicle, by using the power system 100 in the embodiment, the weight of the whole vehicle is reduced, the fuel economy is improved, the pause of the clutch in gear shifting is avoided, the gear shifting mode is smoother, and the driving comfort of the vehicle is improved.

In summary, the power system 100 provided in the embodiment of the present application can realize the power output of the engine 10 in the first mode, the power output of the motor 40 in the second mode, the power generation of the motor 40 in the third mode, the hybrid power output of the engine 10 and the motor 40 through different power distribution in the fourth mode, the driving power generation in the fifth mode, and the selection of different gears by the driver according to different requirements through the sixth mode, the seventh mode, and the eighth mode by sliding the first shift stopper 232, thereby improving the fuel economy. The gear reduction mechanism 22 can be locked by the sliding of the second shift piece 233, so that the direct power transmission of the engine 10 and the motor 40 is realized. The first shifting piece 232 and the second shifting piece 233 replace clutches in a sliding shifting mode, so that shock absorption can be performed on the power system 100, fuel economy is improved, the shifting mode is smoother, and driving comfort is better. Moreover, the smoothness of engagement between the gear reduction mechanism 22 and the engine 10 can be further improved by the torsional damper 50, thereby further improving the driving comfort.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A power system is characterized by comprising an engine, a power coupling device and a transmission, wherein the engine is in operable transmission connection with an input shaft of the transmission through the power coupling device; the power coupling device includes:

a housing;

the sun gear, the gear ring and the fixed tooth holder are coaxially arranged, and the first gear shifting piece is provided with a first locking position in the process that the first gear shifting piece slides on the fixed tooth holder in response to the driving of external force; when the first gear shifting piece is positioned at the first locking position, the first gear shifting piece is respectively meshed with the fixed tooth holder and the sun gear, and the power system has a first mode;

the powertrain is in the first mode, and power of the engine is transmitted to the transmission via the ring gear and the planetary gear set to achieve a power output of the engine.

2. The powertrain system of claim 1, further comprising an electric machine drivingly connected to the sun gear;

the first shifting member has a second lock position during sliding of the first shifting member on the fixed carrier in response to actuation by an external force; when the first gear shifting piece is positioned at the second locking position, the first gear shifting piece is meshed with the fixed tooth holder and the gear ring respectively, and the power system has a second mode and a third mode; the power system is in the second mode, and the power of the motor is transmitted to the transmission through the sun gear and the planetary gear set so as to realize the power output of the motor;

the powertrain is in the third mode, and the transmission is responsive to external power to transmit the external power to the electric machine via the planetary gear set to effect generation of electricity by the electric machine.

3. The power system of claim 1, further comprising an electric machine in driving communication with the sun gear; the first gear shifting member has an unlocked position during sliding of the first gear shifting member on the fixed carrier in response to actuation of an external force, and the powertrain has a fourth mode and a fifth mode;

when the first gear shifting piece is located at the unlocking position, the first gear shifting piece is separated from the sun gear and the planetary gear set;

the power of the engine is transmitted to the transmission via the ring gear and the planetary gear set;

the powertrain is in the fourth mode, the electric machine is transferred to the transmission via the sun gear and the planetary gear set to achieve a hybrid power output of the engine and the electric machine;

the power system is in the fifth mode, and the transmission transmits power of the engine to the motor via the planetary gear set in response to power of the engine to realize traveling power generation.

4. The powertrain system of any of claims 1-3, wherein the first shift member includes a sliding sleeve gear.

5. The powertrain system of claim 3, wherein the planetary gear set comprises a planet carrier and a plurality of planet gears arranged on the planet carrier, each planet gear is meshed between the sun gear and the ring gear, and the powertrain system has a sixth mode, a seventh mode and an eighth mode;

when the first gear shifting piece is located at the second locking position, the second gear shifting piece is meshed with the gear ring and the planet carrier respectively;

the power system is in the sixth mode, and the power of the engine is directly transmitted to the transmission;

the power system is in the seventh mode, and the power of the motor is directly transmitted to the transmission;

6. The powertrain system of claim 5, wherein the second shift member includes a sliding sleeve gear.

7. The powertrain system of claim 1, further comprising a torsional damper disposed between the engine and the gear reduction mechanism, the torsional damper being in driving communication with the engine and the gear reduction mechanism, respectively.

8. The powertrain system of claim 7, wherein the torsional damper is disposed between the engine and the planetary gearset.

9. The powertrain system of claim 7, wherein the torsional damper is disposed between the engine and the sun gear.

10. A vehicle comprising a powertrain as claimed in any one of claims 1 to 9.