CN117183715A

CN117183715A - Power transmission system and vehicle

Info

Publication number: CN117183715A
Application number: CN202210613727.1A
Authority: CN
Inventors: 廖银生; 张丰; 赵高明; 朱宁; 王强
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-05-31
Filing date: 2022-05-31
Publication date: 2023-12-08

Abstract

The invention discloses a power transmission system and a vehicle, wherein the power transmission system comprises: an engine, a first motor, and a conversion device; the conversion device comprises a plurality of output ends; the engine and the first motor are connected with the conversion device; the engine is configured to selectively engage at least one of a plurality of the outputs; the first motor is configured to selectively engage at least one of the plurality of outputs; the engine selectively outputs power to the first motor through the conversion device so as to drive the first motor to generate power. According to the power transmission system provided by the invention, the engine and the first motor are respectively connected with the corresponding output ends by arranging the plurality of output ends, and under the action of the conversion device, various connection working conditions between the engine and the first motor and output of the power transmission system under different speed ratios can be realized.

Description

Power transmission system and vehicle

Technical Field

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

Background

In the related art, in a hybrid vehicle, a driving system of the vehicle is generally complex and occupies a large space in order to implement a complex transmission mode.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a power transmission system, in which a plurality of output ends are provided, an engine and a first motor are respectively connected with corresponding output ends, and under the action of a conversion device, a plurality of connection conditions between the engine and the first motor and outputs of the power transmission system under different speed ratios can be realized.

The power transmission system according to the present invention includes: an engine, a first motor, and a conversion device; the conversion device comprises a plurality of output ends; the engine and the first motor are connected with the conversion device; the engine is configured to selectively engage at least one of a plurality of the outputs; the first motor is configured to selectively engage at least one of the plurality of outputs; the engine selectively outputs power to the first motor through the conversion device so as to drive the first motor to generate power.

According to the power transmission system provided by the invention, the engine and the first motor are respectively connected with the corresponding output ends by arranging the plurality of output ends, under the action of the conversion device, various connection working conditions between the engine and the first motor can be realized, so that the engine and the first motor can jointly output or the engine works for generating electricity, and the first motor drives the engine to start, so that the power transmission system realizes different working conditions under the action of the conversion device, and the integration level of the power transmission system is improved.

According to some embodiments of the invention, the output comprises a first output and a second output, and the conversion device comprises a first clutch assembly and a second clutch assembly; the first clutch assembly is connected with the first output end, and the second clutch assembly is connected with the second output end.

According to some embodiments of the invention, the switching device further comprises a clutch body, the first clutch assembly and the second clutch assembly are both connected with the clutch body, and the first motor is in driving connection with the clutch body.

According to some embodiments of the invention, the engine is connected to the first electric machine by a gear pair, one of the gears of which is configured as the clutch body, or one of the gears of which is provided on the clutch body

According to some embodiments of the invention, the conversion device further comprises a third clutch assembly; the third clutch assembly is connected with the clutch main body, and the engine is in transmission connection with the third clutch assembly, so that the engine can be selectively connected with at least one of the plurality of output ends; the engine selectively outputs power to the first motor through the third clutch assembly so as to drive the first motor to generate power.

According to some embodiments of the invention, the first clutch assembly, the second clutch assembly and the third clutch assembly are all disposed on the clutch body.

According to some embodiments of the invention, the first clutch assembly and the second clutch assembly are arranged on one side of the clutch main body, which is away from the engine, and the third clutch assembly is arranged on one side of the clutch main body, which is close to the engine.

According to some embodiments of the invention, the first clutch assembly and the second clutch assembly are at least partially coincident in projection in a radial direction.

According to some embodiments of the invention, the first clutch assembly is disposed radially outward or radially inward of the second clutch assembly.

According to some embodiments of the invention, the first clutch assembly includes a first coupling member and a second coupling member, the first coupling member being selectively engageable with the second coupling member by a clutch plate.

According to some embodiments of the invention, the second clutch assembly includes a third link and a fourth link, the third link being selectively engageable with the fourth link by a clutch plate.

According to some embodiments of the invention, the third clutch assembly includes a fifth coupling member and a sixth coupling member, the fifth coupling member being selectively engageable with the sixth coupling member by a clutch plate.

According to some embodiments of the invention, the first, third and fifth connecting members are fixedly connected to the clutch body

According to some embodiments of the invention, the first, third, fifth and clutch body are integrally formed

According to some embodiments of the invention, the power transmission system further comprises a support shaft, and the second connecting member is rotatably connected with the support shaft through a first bearing.

According to some embodiments of the invention, the fourth connection is in rotational connection with the second connection via a second bearing.

According to some embodiments of the invention, the projection of the first bearing at least partially overlaps the projection of the second bearing in a radial direction of the support shaft.

According to some embodiments of the invention, the power transmission system further comprises a limiting shaft connected with the supporting shaft; the sixth connecting piece is provided with a first limiting part, and one end of the limiting shaft is matched with the first limiting part to limit the axial movement of the supporting shaft.

According to some embodiments of the invention, a second limiting part is arranged at one end of the limiting shaft, the first limiting part is a spherical groove, the second limiting part is a spherical protrusion, the spherical protrusion and the spherical groove are concentrically arranged, and the inner wall of the spherical groove and the spherical protrusion are arranged at intervals.

According to some embodiments of the invention, the support shaft is arranged coaxially with the limit shaft, and the sixth connecting piece is rotatably connected with the limit shaft through a third bearing.

According to some embodiments of the invention, the sixth connection is rotationally coupled to the outer housing via a fourth bearing, wherein a projection of the third bearing at least partially overlaps a projection of the fourth bearing in a radial direction of the limiting shaft.

According to some embodiments of the invention, the engine is arranged on the right side of the conversion device in a front-to-rear direction of the vehicle.

According to some embodiments of the invention, the power transmission system further comprises an intermediate shaft, and the output end of the conversion device is in transmission connection with the vehicle driving end through the intermediate shaft; the first output end is a first gear, the second output end is a second gear, and the intermediate shaft comprises a first driven gear, a second driven gear and a third gear; the first gear is correspondingly connected with a first driven gear, the second gear is correspondingly connected with the second driven gear, and the third gear is configured to be connected with a differential so that power of the first motor and/or the engine can be output to a first wheel.

According to some embodiments of the invention, the driveline further comprises a second electric machine for outputting power to a second wheel.

According to some embodiments of the invention, the power transmission system comprises a parking power generation mode, wherein the fifth connecting piece is combined with the sixth connecting piece when the power transmission system is in the power generation mode, and power output by the engine is sequentially output to the first motor through the sixth connecting piece, the fifth connecting piece and the clutch main body and drives the first motor to generate power.

According to some embodiments of the invention, the driveline includes a first braking energy recovery mode in which the first connecting member is disconnected from the second connecting member, the third connecting member is disconnected from the fourth connecting member, and the second drive wheel transmits power to the second electric machine for generating electricity.

According to some embodiments of the invention, the power transmission system comprises a second braking energy recovery mode, when the first braking energy recovery mode is adopted, the first clutch assembly is engaged with one of the second clutch assemblies, the third clutch assembly is disconnected, and power at the driving end of the vehicle is output to the first motor through the first clutch assembly or the second clutch assembly and drives the first motor to generate electricity.

Embodiments according to the second aspect of the present invention are briefly described below.

The invention discloses a vehicle, which comprises the power transmission system of the embodiment, and the power transmission system of the embodiment is arranged on the vehicle, so that the vehicle has a hybrid mode and can adopt corresponding gears at different stages, the output power and the demand of the power transmission system can be better matched, the energy consumption of the vehicle is reduced, the power transmission system of the vehicle is compact, and the space of a passenger cabin is larger.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic structural view of a conversion device according to an embodiment of the present invention;

fig. 2 is a schematic structural view of a power transmission system according to an embodiment of the present invention.

Reference numerals:

the power transmission system 1 is provided with a transmission,

the engine 11, the first electric machine 12,

the switching means 13 are arranged to switch,

Clutch body 131

First clutch assembly 1302, first coupling member 13021, second coupling member 13022

Second clutch pack 1303, third coupling member 13031, fourth coupling member 13032

Third clutch assembly 1304, fifth coupling member 13041, sixth coupling member 13042, spherical recess 13043,

a support shaft 132, a limit shaft 133, a spherical protrusion 1331, an intermediate shaft 134,

a first driven gear 1341, a second driven gear 1342, and a third gear 1343

First bearing 101, second bearing 102, third bearing 103, fourth bearing 104

A first gear 105, a second gear 106, a first wheel 107, a second wheel 108, a second motor 109.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

A powertrain system 1 and a vehicle according to an embodiment of the present invention are described below with reference to fig. 1-2.

The power transmission system 1 according to the present invention includes: the engine 11, the first motor 12 and the conversion device 13, wherein the engine 11 and the first motor 12 are connected with the conversion device 13, the conversion device 13 comprises a plurality of output ends, the engine 11 is configured to selectively engage at least one of the plurality of output ends, the first motor 12 is configured to selectively engage at least one of the plurality of output ends, and the engine 11 selectively outputs power to the first motor 12 through the conversion device 13 so as to drive the first motor 12 to generate electricity.

The output end is in power transmission connection with a driving end, the driving end can be a first wheel or a second wheel, at least one of the first motor 12 and the engine 11 is used for selectively outputting power to the driving end through a conversion device 13, the driving end can comprise wheels of the vehicle, that is, the first motor 12 can selectively output power to the driving end through the conversion device 13, the engine 11 can selectively output power to the driving end through the conversion device 13, the first motor 12 and the engine 11 can simultaneously selectively output power to the driving end through the conversion device 13, and after the power is output to the driving end, the wheels can rotate to realize the driving of the vehicle.

The engine 11 and the first motor 12 are connected to corresponding output terminals for selectively outputting power to the first motor 12 through the conversion device 13, and it may be understood that the engine 11 may output power to the first motor 12 through the conversion device 13, the engine 11 may not output power to the first motor 12, and the engine 11 may drive the first motor 12 to generate power when the engine 11 outputs power to the first motor 12 through the conversion device 13. Further, the first electric machine 12 may be used to selectively output power to the engine 11 via the conversion device 13 to drive the engine 11 to start ignition. When the engine 11 outputs power to the running end, the rotation direction of the engine 11 output shaft of the engine 11 is opposite to the rotation direction of the wheels at the running end. When at least one of the first motor 12 and the engine 11 selectively outputs power to the front wheel or the rear wheel at the running end through the switching device 13, for example: when at least one of the first motor 12 and the engine 11 selectively outputs power to the front wheels at the traveling end through the switching device 13, the rotational direction of the output shaft of the engine 11 is opposite to the rotational direction of the front wheels.

Among them, by mounting the hybrid assembly on the vehicle, various functions of the vehicle can be achieved, as follows: the first electric machine 12 is in an idle state to start the engine 11 function: in this functional state, neither the first motor 12 nor the engine 11 outputs power to the running end through the conversion device 13, the first motor 12 starts to be in a stationary state, the first motor 12 starts to operate from the stationary state after the first motor 12 receives electric power, the first motor 12 transmits power to the engine 11, and the engine 11 is dragged to start ignition, starting the engine 11.

The first electric machine 12 on-load state starts the engine 11 function: in this functional state, the first motor 12 is operated, the first motor 12 outputs power to the running end through the conversion device 13, the first motor 12 is in the belt-carried rotation state, and the first motor 12 transmits power to the engine 11 through the conversion device 13, dragging the engine 11 to start ignition.

The engine 11 is connected in series with the power generation function: in this functional state, the engine 11 is already in the ignition operation state, neither the first motor 12 nor the engine 11 outputs power to the running side, the engine 11 outputs power to the first motor 12 through the conversion device 13, the first motor 12 is operated to generate electricity and supply the electric power to the energy storage unit and/or the second motor 109, and the second motor 109 can output power to the rear wheels when operated. It should be noted that, if the first motor 12 outputs power to the front wheels, the second motor 109 outputs power to the rear wheels, and if the first motor 12 outputs power to the rear wheels, the second motor 109 outputs power to the front wheels when operating, and the present application is described taking the first motor 12 outputting power to the front wheels and the second motor 109 outputting power to the rear wheels as an example.

The parallel power generation function of the engine 11: in this functional state, the engine 11 is in an ignition operation, the engine 11 outputs power to the driving end through the conversion device 13, the engine 11 drives the vehicle to run, and the engine 11 outputs power to the first motor 12 through the conversion device 13, drags the first motor 12 to rotate to drive the first motor 12 to generate electricity, the first motor 12 becomes a generator mode, and the engine 11 drives the first motor 12 to generate electricity and supplies the electricity to the energy storage unit or the second motor 109.

According to the power transmission system 1 provided by the invention, the engine 11 and the first motor 12 are respectively connected with the corresponding output ends by arranging the plurality of output ends, under the action of the conversion device 13, various connection working conditions between the engine 11 and the first motor 12 can be realized, so that the engine 11 and the first motor 12 can jointly output, or the engine 11 works on the first motor 12 to generate power, the first motor 12 drives the engine 11 to start, different working conditions of the power transmission system 1 are realized under the action of the conversion device, and the integration level of the power transmission system 1 is improved.

According to one embodiment of the present invention, the output end includes a first output end and a second output end, the switching device 13 includes a first clutch assembly 1302 and a second clutch assembly 1303, the first clutch assembly 1302 is connected with the first output end, the second clutch assembly 1303 is connected with the second output end, the first clutch assembly 1302 and the second clutch assembly 1303 can be used for controlling the combination or disconnection of power, and the combination or disconnection of different output ends is achieved by using the first clutch assembly 1302 and the second clutch assembly 1303, so that the output end of the power transmission system 1 can realize speed change, that is, can realize various functions and can realize speed change output power according to requirements.

According to an embodiment of the present invention, the switching device 13 further comprises a clutch main body 131, the first clutch assembly 1302 and the second clutch assembly 1303 are connected to the clutch main body 131, and the first motor 12 is in driving connection with the clutch main body 131. The engine 11 is connected to the first motor 12 through a gear pair, one of which is configured as the clutch body 131, or one of which is provided on the clutch body 131. The provision of the clutch body 131 may be used to provide mounting locations for the first clutch assembly 1302 and the second clutch assembly 1303, with the clutch body 131 configured as one of the gears in the gear pair to effect the linkage between the first motor 12 and the clutch body 131. Here, in one embodiment, the clutch body 131 is a gear, the first motor 12 is disposed in a radial direction of the gear, the engine 11 is connected to the gear in an axial direction, and a connection manner between the clutch body 131 and the engine 11 or the first motor 12 is not limited thereto, and one of the first motor 12 and the engine 11 is located in the radial direction of the gear and the other is located in the axial direction of the gear.

The first motor can be connected with the clutch main body through a speed change mechanism, and can also be directly connected with the clutch main body through a transmission gear.

The first motor 12 may be used for accelerating power generation to store energy by using surplus power of the engine 11, so as to improve economic benefit of the power transmission system 1 and reduce fuel consumption.

According to one embodiment of the present invention, the conversion device 13 further comprises a third clutch assembly 1304, the third clutch assembly 1304 being connected to the clutch body 131, the engine 11 being drivingly connected to the third clutch assembly 1304 such that the engine 11 is selectively connectable to at least one of the plurality of outputs; the engine 11 selectively outputs power to the first motor 12 through the third clutch assembly 1304 to drive the first motor 12 to generate electricity. The third clutch assembly 1304 is used for controlling the connection relationship between the engine 11 and the clutch main body 131, the third clutch can be used for inputting power between the engine 11 and the clutch main body 131, and when the power of the engine 11 is input to the clutch main body 131, the clutch main body 131 can drive the second motor 109 so as to enable the second motor 109 to convert mechanical energy into electric energy by utilizing the power of the engine 11 to generate electricity.

According to one embodiment of the present invention, the first clutch assembly 1302, the second clutch assembly 1303 and the third clutch assembly 1304 are all disposed on the clutch body 131. The first clutch assembly 1302, the second clutch assembly 1303 and the third clutch assembly 1304 are all arranged on the clutch main body 131, so that the integration level of the power transmission system 1 can be improved, the miniaturization of the power transmission system 1 is realized, and the occupied space of the power transmission system 1 is reduced.

According to one embodiment of the present invention, the first clutch assembly 1302, the second clutch assembly 1303 are disposed on a side of the clutch body 131 facing away from the engine 11, and the third clutch assembly 1304 is disposed on a side of the clutch body 131 facing toward the engine 11. The first clutch assembly 1302, the second clutch assembly 1303 are used for connecting the first output end and the second output end, the clutch main body 131 is disposed at the middle of the conversion device so as to connect various power sources, and the engine 11 is connected with the clutch main body 131 through the third clutch assembly 1304, so that the third clutch assembly 1304 is disposed at a side close to the engine 11 so as to be connected.

The first clutch assembly 1302, the second clutch assembly 1303 and the third clutch assembly 1304 are disposed in a direction away from each other, which can equalize the distribution of the power input and output positions on the clutch body 131, and help to improve the stability of the clutch body 131 during rotation.

According to one embodiment of the invention, the projections of the first clutch assembly 1302 and the second clutch assembly 1303 in the radial direction at least partially coincide. The projections of the first clutch assembly 1302 and the second clutch assembly 1303 arranged in the radial direction coincide, so that the space of the clutch assembly in the radial direction can be fully utilized, the power transmission system 1 is more compact, and the space in the radial direction is fully utilized.

According to one embodiment of the invention, the first clutch assembly 1302 is disposed radially outward or radially inward of the second clutch assembly 1303. The first clutch assembly 1302 includes a first connecting member 13021 and a second connecting member 13022, where the first connecting member 13021 is fixedly connected with the clutch main body 131, and further, the first connecting member 13021 can be fixedly connected with the clutch main body 131 through a bolt, the first connecting member 13021 can also be welded to the clutch main body 131, and the first connecting member 13021 can also be clamped to the clutch main body 131 to realize the fixed connection between the first connecting member 13021 and the clutch main body 131.

The first connecting member 13021 is formed with a first groove therein, the second connecting member 13022 is configured to selectively engage with the first groove, and the first output end of the first connecting member 13021 is connected, further, the first connecting member 13021 is fixedly connected to the clutch main body 131, and a fixed connection manner of the first connecting member 13021 and the clutch main body 131 is not specifically limited. Further, the first coupling member 13021 may be provided with a plurality of first clutch plates, the plurality of first clutch plates are sequentially spaced apart along the axial direction of the conversion device 13, a first groove is formed between adjacent first clutch plates, the second coupling member 13022 is provided with at least one second clutch plate, preferably, the plurality of second clutch plates are provided in one-to-one correspondence with the plurality of first grooves, the second clutch plates extend into the first grooves, and the second coupling member 13022 moves relative to the first coupling member 13021 to engage or disengage the first clutch plates, so as to achieve the effect that the clutch body 131 selectively outputs power to the first output end.

In some embodiments of the present invention, the second clutch assembly 1303 may include a third connecting member 13031 and a fourth connecting member 13032, where the third connecting member 13031 is fixedly connected to the clutch main body 131, further, the third connecting member 13031 may be fixedly connected to the clutch main body 131 through a bolt, the third connecting member 13031 may also be welded to the clutch main body 131, and the third connecting member 13031 may also be clamped to the clutch main body 131 to realize the fixed connection between the third connecting member 13031 and the clutch main body 131.

A second groove is formed in the third link 13031, a fourth link 13032 is configured to selectively engage the second groove, the fourth link 13032 is coupled to the front differential, and the fourth link 13032 is drivingly coupled to the front differential. Further, the third connecting member 13031 may be provided with a plurality of third clutch plates, the plurality of third clutch plates are sequentially spaced apart along the axial direction of the conversion device 13, a second groove is formed between adjacent third clutch plates, the fourth connecting member 13032 is provided with at least one fourth clutch plate, preferably, the plurality of fourth clutch plates are provided in a plurality, the plurality of fourth clutch plates and the plurality of second grooves are arranged in a one-to-one correspondence, the fourth clutch plates extend into the second grooves, and the third clutch plates and the fourth clutch plates are engaged or disengaged by moving the fourth connecting member 13032 relative to the third connecting member 13031, so as to realize the effect that the clutch main body 131 selectively outputs power to the second output end to drive the vehicle.

In some embodiments of the present invention, the first and third connection members 13021 and 13031 are respectively connected to the same side of the clutch main body 131, and the radial dimension of the conversion device 13 can be reduced by arranging the first and third connection members 13021 and 13031 to the same side of the clutch main body 131 in the axial direction. And the first clutch assembly 1302 and the second clutch assembly 1303 are sleeved, so that the integration level is improved, the control of the first clutch assembly 1302 and the second clutch assembly 1303 is more convenient, for example, when the first clutch assembly 1302 and the second clutch assembly 1303 are controlled by utilizing hydraulic pressure, the design of an oil circuit is more convenient.

In some embodiments of the present invention, the third clutch assembly 1304 includes a fifth coupling member 13041 and a sixth coupling member 13042, the fifth coupling member 13041 being selectively engageable with the sixth coupling member 13042 via a clutch plate. The fifth connecting piece 13041 can be fixedly connected with the clutch main body 131 through bolts, the fifth connecting piece 13041 can also be welded on the clutch main body 131, and the fifth connecting piece 13041 can also be clamped on the clutch main body 131, so that the fifth connecting piece 13041 is fixedly connected with the clutch main body 131.

A third groove is formed in the fifth coupling member 13041, a sixth coupling member 13042 is provided for selective engagement with the third groove, the sixth coupling member 13042 is coupled to the front differential, and the sixth coupling member 13042 is drivingly coupled to the front differential. Further, the fifth coupling member 13041 may be provided with a plurality of third clutch plates, the plurality of third clutch plates are sequentially spaced apart along the axial direction of the converting device 13, a second groove is formed between adjacent third clutch plates, the sixth coupling member 13042 is provided with at least one fourth clutch plate, preferably, the fourth clutch plates are a plurality of, the plurality of fourth clutch plates and the plurality of second grooves are arranged in one-to-one correspondence, the fourth clutch plates extend into the second grooves, and the third clutch plates and the fourth clutch plates are engaged or disengaged by moving the sixth coupling member 13042 relative to the fifth coupling member 13041, so as to achieve the effect of selectively transmitting the power output by the engine 11 to the clutch body 131. In some embodiments of the present invention, the clutch body includes a clutch housing and a gear coupled to an outer side of the clutch housing, the first coupling member 13021, the third coupling member 13031, and the fifth coupling member 13041 are integrally formed with the clutch housing, that is, the first coupling member 13021 is constructed as an integrally formed member with the clutch housing, the third coupling member 13031 is constructed as an integrally formed member with the clutch housing, the fifth coupling member 13041 is constructed as an integrally formed member with the clutch housing, so that it is provided to be able to improve a coupling strength of the first coupling member 13021 with the clutch body 131, the third coupling member 13031 with the clutch body 131, and a coupling strength of the fifth coupling member 13041 with the clutch body 131, the first connecting piece 13021 and the clutch main body 131, the third connecting piece 13031 and the clutch main body 131 can be avoided from being separated, the fifth connecting piece 13041 and the clutch main body 131 are separated, the step of independently producing the first connecting piece 13021, the third connecting piece 13031 and the fifth connecting piece 13041 can be omitted, the mould development cost can be reduced, the production cost of the conversion device 13 can be reduced, the production efficiency of the conversion device 13 can be improved, the space can be saved, and the volume of the conversion device can be reduced.

In some embodiments of the present invention, the clutch body is a gear, and the first connecting member 13021, the third connecting member 13031, and the fifth connecting member 13041 are connected with an axial end surface of the gear, so that the strength of the clutch body can be effectively improved, and the strength of the conversion device can be further improved, and space can be further saved.

In some embodiments of the invention, the hybrid powertrain may further include: the support shaft 132, the clutch body 131 is connected on the support shaft 132, and the clutch body 131 and the support shaft 132 are coaxially arranged, further, the clutch body 131 can be arranged as a transmission gear, the clutch body 131 and the support shaft 132 are fixedly connected, and the central axis of the clutch body 131 is coincident with the central axis of the support shaft 132. The second connecting piece 13022 and the fourth connecting piece 13032 are rotatably sleeved on the supporting shaft 132, and the second connecting piece 13022 and the fourth connecting piece 13032 are rotatable relative to the supporting shaft 132. Further, the first connecting member 13021 and the third connecting member 13031 are both sleeved on the supporting shaft 132. The arrangement can integrate the first clutch assembly 1302, the second clutch assembly 1303 and the clutch main body 131 on the same supporting shaft 132, so that the structure of the conversion device 13 is compact, the volume of the conversion device 13 is reduced, the occupied arrangement space of the conversion device 13 is small, the installation of the conversion device 13 is facilitated, the arrangement of the hybrid power assembly on a vehicle is facilitated, and the production efficiency of the vehicle is reduced.

Further, the second connecting member 13022 is rotatably connected with the supporting shaft 132 through the first bearing 101, the fourth connecting member 13032 is sleeved on the outer periphery of the second connecting member 13022 and is rotatably connected with the second connecting member 13022 through the second bearing 102, the first bearing 101 can stabilize rotation between the second connecting member 13022 and the supporting shaft 132, and the second bearing 102 can stabilize relative rotation between the fourth connecting member 13032 and the second connecting member 13022.

Further, in the radial direction of the support shaft 132, the projection of the first bearing 101 at least partially overlaps with the projection of the second bearing 102, so that the radial force borne by the fourth connecting member 13032 can be sequentially transferred to the support shaft 132 through the second bearing 102, the second connecting member 13022, and the first bearing 101, and the relative stability between the first clutch assembly 1302 and the second clutch assembly 1303 is improved by providing that the projections between the first bearing 101 and the second bearing 102 overlap with each other.

In some embodiments of the present invention, the power transmission system 1 further includes a limiting shaft 133, the limiting shaft 133 is connected to the supporting shaft 132, and the sixth connecting member 13042 is provided with a first limiting portion, and one end of the limiting shaft 133 cooperates with the first limiting portion to limit the axial movement of the supporting shaft 132. One end of the limiting shaft 133 is provided with a second limiting portion, the first limiting portion is a spherical groove 13043, the second limiting portion is a spherical protrusion 1331, the spherical protrusion 1331 and the spherical groove 13043 are concentrically arranged, and the inner wall of the spherical groove 13043 and the spherical protrusion 1331 are arranged at intervals.

One end of the limiting shaft 133 is provided with a second limiting portion, and the first limiting portion cooperates with the second limiting portion to limit the axial movement of the limiting shaft 133, and it is to be noted that the end portion of the limiting shaft 133, which is close to the sixth connecting piece 13042, is provided with the second limiting portion, after the conversion device 13 is mounted on the limiting shaft 133, when the limiting shaft 133 receives the axial force towards the sixth connecting piece 13042, the limiting shaft 133 is limited by the first limiting portion and the second limiting portion, so that the axial movement of the limiting shaft 133 can be limited, the abnormal axial movement of the supporting shaft can be prevented, and therefore the limiting protection effect of the supporting shaft when the supporting shaft receives the large axial force is achieved.

Further, the first limiting portion may be provided as a spherical groove 13043, the second limiting portion may be provided as a spherical protrusion 1331, the spherical protrusion 1331 is assembled in the spherical groove 13043, the spherical protrusion 1331 is concentrically arranged with the spherical groove 13043, and the inner wall of the spherical groove 13043 is spaced from the spherical protrusion 1331. Wherein, conversion device 13 installs on spacing axle 133 after, and spherical protruding 1331 installs in spherical recess 13043, through setting up spherical protruding 1331 and spherical recess 13043, can guarantee that second connecting piece 13022 and spacing axle 133 can rotate relatively to, through setting up spherical protruding 1331 and spherical recess 13043, even first spacing portion and second spacing portion contact, can guarantee that second connecting piece 13022 and spacing axle 133 can rotate relatively, guarantee conversion device 13 operational property.

The supporting shaft and the limiting shaft are coaxially arranged, so that the radial space of the conversion device can be effectively saved.

In some embodiments of the invention, the hybrid powertrain may further include: the third bearing 103 and the sixth connecting member 13042 are rotatably connected with the limiting shaft 133 through the third bearing 103. Wherein, the third bearing 103 is sleeved outside the limiting shaft 133, the third bearing 103 is arranged between the sixth connecting piece 13042 and the limiting shaft 133, so that the relative rotation between the sixth connecting piece 13042 and the limiting shaft 133 is realized, and the third bearing 103 is supported between the sixth connecting piece 13042 and the limiting shaft 133, so that the rotation of the sixth connecting piece 13042 and the limiting shaft 133 around the same axis can be ensured, the relative rotation of the sixth connecting piece 13042 and the limiting shaft 133 is smooth, and the radial movement of the sixth connecting piece 13042 relative to the limiting shaft 133 can be avoided.

In some embodiments of the invention, the hybrid powertrain may further include: the sixth connecting member 13042 is rotatably connected to the housing (not shown in the drawings), and the sixth connecting member 13042 can be reliably mounted in the housing of the hybrid assembly by rotatably connecting the sixth connecting member 13042 to the housing on the basis of ensuring that the sixth connecting member 13042 is rotatable relative to the stopper shaft 133.

In some embodiments of the present invention, the connection position between the sixth connecting member 13042 and the housing is a first connection position, the connection position between the sixth connecting member 13042 and the limiting shaft 133 is a second connection position, at least a portion of the orthographic projection of the first connection position and the orthographic projection of the second connection position overlap in the radial direction of the limiting shaft 133, and the orthographic projection of the first connection position and the orthographic projection of the second connection position have overlapping areas in the radial direction of the limiting shaft 133, so that the radial load of the limiting shaft 133 can be transmitted to the housing through the sixth connecting member 13042, and the occurrence of shearing force caused by the misalignment of the first connection position and the second connection position in the radial direction of the limiting shaft 133 is avoided, so that the service life of the whole hybrid power assembly is prevented from being affected.

In some embodiments of the invention, the hybrid powertrain may further include: the third bearing 103 and the fourth bearing 104, the third bearing 103 is arranged between the sixth connecting piece 13042 and the limiting shaft 133, the third bearing 103 is sleeved outside the limiting shaft 133, the third bearing 103 is connected between the sixth connecting piece 13042 and the limiting shaft 133, the fourth bearing 104 is sleeved outside the sixth connecting piece 13042, and in the radial direction of the limiting shaft 133, the orthographic projection of the fourth bearing 104 and the orthographic projection of the third bearing 103 have overlapping areas. Further, the fourth bearing 104 is disposed at the first connection position, the third bearing 103 is disposed at the second connection position, and the sixth coupling 13042 is rotatably coupled to the housing via the fourth bearing 104. The radial load of the limiting shaft 133 can be transmitted to the shell through the third bearing 103, the sixth connecting piece 13042 and the fourth bearing 104, so that shearing force is avoided due to the fact that the third bearing 103 and the fourth bearing 104 are staggered in the radial direction of the limiting shaft 133, the service life of the whole hybrid power assembly is prevented from being influenced by the shearing force, and the service life of the hybrid power assembly is prolonged.

The engine 11 is disposed on the right side of the conversion device 13 in the vehicle rear-to-front direction.

In some embodiments of the invention, the driveline 1 further comprises an intermediate shaft 134, through which intermediate shaft 134 the output of the conversion means 13 is in driving connection with the vehicle's driving end; the first output end is the first gear 105, the second output end is the second gear 106, the intermediate shaft 134 includes a first driven gear 1341, a second driven gear 1342 and a third gear 1343, the power output by the engine 11 is commutated in the middle, because the engine 11 is arranged on the right side of the conversion device, the torque direction output by the engine 11 is inconsistent with the torque direction of the vehicle, the intermediate shaft 134 needs to be arranged, the intermediate shaft 134 can be used for further regulating the power, the first gear 105 is correspondingly connected with the first driven gear 1341, the second gear 106 is correspondingly connected with the second driven gear 1342, and the requirement for further regulating the speed of the first gear 105 and the first driven gear 1341 and the second gear 106 and the second driven gear 1342 can be reduced by arranging the intermediate shaft 134.

Further, the third gear 1343 is configured to be connected with a differential so that the power of the first electric machine 12 and/or the engine 11 can be output to the first wheel 107, enabling a power transmission process.

In some embodiments of the invention, the hybrid powertrain may further include: the energy storage unit (i.e., the energy storage unit in the above embodiment) may be a battery pack, and the energy storage unit is electrically connected with the first motor 12, and the energy storage unit can supply power to the first motor 12 to drive the first motor 12 to work, so that the first motor 12 outputs power to the clutch main body 131, thereby achieving the effect of driving the first motor 12 to work.

In some embodiments of the present invention, the output shaft of the first motor 12 is parallel to the output shaft of the engine 11, so that the arrangement of the first motor 12 and the engine 11 can be facilitated, and interference between the first motor 12 and the engine 11 can be avoided.

In some embodiments of the invention, the hybrid powertrain may further include: a second motor 109 (i.e., the second motor 109 in the above embodiment) and a transmission. The transmission is connected between the second motor 109 and a rear differential of the rear axle wheels, and the second motor 109 outputs power to the rear wheels through the transmission. Further, the transmission comprises a transmission input gear and a transmission output gear, the transmission input gear is in transmission connection with the transmission output gear, the transmission input gear is fixedly connected with an output shaft of a second motor 109 of the second motor 109, the rear differential is provided with a second gear 106, and the transmission output gear is in meshed transmission with the second gear 106. Further, the transmission further includes a transmission driving gear, the transmission driving gear and the transmission output gear are mounted on the same connecting shaft, the transmission driving gear is meshed with the transmission input gear, and the transmission output gear is meshed with the second gear 106 for transmission.

The second motor 109 is electrically connected to the energy storage unit, and the energy storage unit can supply power to the second motor 109, so that the second motor 109 works. When the second motor 109 works, the output shaft of the second motor 109 drives the transmission input gear to rotate, the transmission input gear drives the transmission gear to rotate when rotating, the transmission gear drives the transmission output gear to rotate, the second gear 106 is driven to rotate when the transmission output gear rotates to output power to the rear differential, and the power is output to the rear wheels through the rear differential, so that the effect of driving the rear wheels to rotate is achieved.

The conversion device 13, the first motor 12, and the engine 11 are all mechanically connected to form a front power assembly, and the front power assembly can drive the front wheels to rotate. The transmission, the second motor 109 and the rear differential are all mechanically connected to form a rear electric assembly, and the rear electric assembly can drive rear wheels to rotate. The energy storage unit is electrically connected with the first motor 12 and the second motor 109.

According to some embodiments of the invention, the powertrain system further includes a second braking energy recovery mode in which the first coupling member 13021 is engaged with the second coupling member 13022, the third coupling member 13031 is disengaged from the fourth coupling member 13032, the fifth coupling member 13041 is disengaged from the sixth coupling member 13042, and power from the first wheel of the vehicle is transmitted to the clutch main body via the intermediate shaft, the second coupling member 13022, and the first coupling member 13021, thereby driving the first electric machine to generate electricity via the clutch main body.

According to some embodiments of the invention, the powertrain system further includes a third braking energy recovery mode in which the first link 13021 is disconnected from the second link 13022, the third link 13031 is engaged with the fourth link 13032, the fifth link 13041 is disconnected from the sixth link 13042, and power from the first wheel of the vehicle is transmitted to the clutch body via the intermediate shaft, the fourth link 13032, and the third link 13031, thereby driving the first electric machine to generate electricity via the clutch body.

According to some embodiments of the invention, the powertrain system further includes a first start mode in which the first coupling member 13021 is disconnected from the second coupling member 13022, the third coupling member 13031 is disconnected from the fourth coupling member 13032, the fifth coupling member 13041 is engaged with the sixth coupling member 13042, the first electric machine rotates, and power of the first electric machine is transmitted to the engine via the clutch main body, the fifth coupling member 13041, and the sixth coupling member 13042 to start the engine.

According to some embodiments of the invention, the powertrain further includes a second start mode in which the fifth coupling 13041 is engaged with the sixth coupling 13042, the first motor rotates, and power of the first motor is transmitted to the engine through the clutch body, the fifth coupling 13041, and the sixth coupling 13042 to start the engine; wherein the first connector 13021 and the second connector 13022 are in an engaged state or the third connector 13031 and the fourth connector 13032 are in a combined state.

According to some embodiments of the invention, the power transmission system further comprises a first vehicle power generation mode, in which the fifth connecting member 13041 is engaged with the sixth connecting member 13042, and power of the engine is transmitted to the first motor through the sixth connecting member 13042, the fifth connecting member 13041 and the clutch main body, thereby driving the first motor to generate power; wherein, the first connecting piece 13021 and the second connecting piece 13022 are in an engagement state, so that the power of the engine is transmitted to the output end through the sixth connecting piece 13042, the fifth connecting piece 13041, the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate; or alternatively; the third connecting piece 13031 and the fourth connecting piece 13032 are in a combined state, so that the power of the engine is transmitted to the output end through the sixth connecting piece 13042, the fifth connecting piece 13041, the clutch main body, the third connecting piece 13031 and the fourth connecting piece 13032 to drive the first wheel to rotate.

According to some embodiments of the present invention, the power transmission system further includes a second driving power generation mode, in which the fifth connecting member 1304113041 is combined with the sixth connecting member 1304213042, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is disconnected from the fourth connecting member 13032, and the power output from the engine 11 is output to the first motor 12 sequentially through the sixth connecting member 1304213042, the fifth connecting member 1304113041, and the clutch main body 131 and drives the first motor 12 to generate power; the power of the second motor is transmitted to the second wheel to drive the second wheel to rotate.

According to some embodiments of the invention, the powertrain further includes a first drive mode in which the second electric machine rotates, neither the first electric machine nor the engine is started, and power from the second electric machine is transferred to the second wheels to drive the second vehicle in rotation.

According to some embodiments of the invention, the driveline further comprises a second drive mode in which the second electric machine and the engine are not started, the fifth connection 13041 being disconnected from the sixth connection 13042; the first connecting piece 13021 is connected with the second connecting piece 13022, the third connecting piece 13031 is disconnected with the fourth connecting piece 13032, the first motor rotates, and the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate; alternatively, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is engaged with the fourth connecting member 13032, the first motor rotates, and the power of the first motor is transmitted to the output end through the clutch main body, the third connecting member 13031, and the fourth connecting member 13032 to drive the first wheel to rotate.

According to some embodiments of the invention, the powertrain further includes a third drive mode in which the engine is not started, the first motor and the second motor rotate, and power from the second motor is transferred to the second wheel to drive the second wheel to rotate; the first connecting piece 13021 is engaged with the second connecting piece 13022, the third connecting piece 13031 is disconnected with the fourth connecting piece 13032, and the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate; alternatively, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is engaged with the fourth connecting member 13032, and the power of the first motor is transmitted to the output end through the clutch main body, the third connecting member 13031, and the fourth connecting member 13032 to drive the first wheel to rotate.

According to some embodiments of the invention, the driveline further comprises a fourth drive mode in which the first electric machine and the engine are rotated, the second electric machine is not activated, and the fifth coupling 13041 is engaged with the sixth coupling 13042; the first connecting piece 13021 is connected with the second connecting piece 13022, the third connecting piece 13031 is disconnected with the fourth connecting piece 13032, the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate, and the power of the engine is transmitted to the output end through the sixth connecting piece 13042, the fifth connecting piece 13041, the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate; alternatively, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is engaged with the fourth connecting member 13032, the power of the first motor is transmitted to the output end through the clutch main body, the third connecting member 13031, the fourth connecting member 13032 to drive the first wheel rotation, and the power of the engine is transmitted to the output end through the sixth connecting member 13042, the fifth connecting member 13041, the clutch main body, the third connecting member 13031, the fourth connecting member 13032 to drive the first wheel rotation.

According to some embodiments of the invention, the powertrain further includes a fifth drive mode in which the first motor, the second motor, and the engine are all rotated, and power of the second motor is transmitted to the second wheel to drive the second wheel to rotate; the first connecting piece 13021 is connected with the second connecting piece 13022, the third connecting piece 13031 is disconnected with the fourth connecting piece 13032, the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate, and the power of the engine is transmitted to the output end through the sixth connecting piece 13042, the fifth connecting piece 13041, the clutch main body, the first connecting piece 13021 and the second connecting piece 13022 to drive the first wheel to rotate; alternatively, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is engaged with the fourth connecting member 13032, the power of the first motor is transmitted to the output end through the clutch main body, the third connecting member 13031, the fourth connecting member 13032 to drive the first wheel to rotate, and the power of the engine is transmitted to the output end through the sixth connecting member 13042, the fifth connecting member 13041, the clutch main body, the third connecting member 13031, the fourth connecting member 13032 to drive the first wheel to rotate

Among them, by mounting the hybrid assembly on the vehicle, various functions of the vehicle can be achieved, as follows:

the power transmission system 1 comprises a parking power generation mode, and when the power transmission system is in the power generation mode, the fifth connecting piece 13041 is combined with the sixth connecting piece 13042, and power output by the engine 11 is sequentially output to the first motor 12 through the sixth connecting piece 13042, the fifth connecting piece 13041 and the clutch main body 131 and drives the first motor 12 to generate power. At this time, the power output by the engine 11 is utilized to perform work on the first motor 12, so that the engine 11 is prevented from idling under the parking working condition, the energy recovery is realized, the energy is stored in the form of electric energy, and the energy loss is reduced.

The first electric machine 12 is in an idle state to start the engine 11 function: in this functional state, the second connection 13022 is disconnected from the first connection 13021, the third connection 13031 is disconnected from the fourth connection 13032, and the first motor 12 is in a stationary state. The energy storage unit starts to supply power to the first motor 12, the first motor 12 starts to operate from a stationary state, then the fifth connecting member 13041 is combined with the sixth connecting member 13042, power is transmitted to the engine 11 through the first motor 12 gear, the clutch main body 131, the fifth connecting member 13041 and the sixth connecting member 13042, and the engine 11 is dragged to start ignition.

The first electric machine 12 on-load state starts the engine 11 function: in this functional state, one of the first clutch assembly 1302 and the second clutch assembly 1303 remains engaged, the energy storage unit powers the first motor 12, and the first motor 12 is in a belt-carrying rotational state. The fifth connecting member 13041 is in sliding engagement with the sixth connecting member 13042, and power is transmitted to the engine 11 by the cooperation of the fifth connecting member 13041 and the sixth connecting member 13042, so that the engine 11 is dragged to start ignition.

The engine 11 is connected in series with the power generation function: in this functional state, the engine 11 is already in the ignition operation, and one of the first clutch assembly 1302 and the second clutch assembly 1303 is kept engaged. The engine 11 transmits power to the first motor 12 through the fifth coupling 13041, the sixth coupling 13042, the clutch main body 131, and the first motor 12 gear, and the first motor 12 operates to generate electricity and supply the electricity to the energy storage unit and/or the second motor 109.

The parallel power generation function of the engine 11: in this functional state, the engine 11 is in an ignition operation, the fifth coupling member 13041 and one of the sixth coupling member 13042 are kept engaged, the first clutch pack 1302 and the second clutch pack 1303 are engaged, the engine 11 drives the vehicle to operate, and drags the first motor 12 to rotate, the first motor 12 becomes a generator mode, and the engine 11 drives the first motor 12 to generate electricity and supply the electricity to the energy storage unit and/or the second motor 109.

The powertrain system further includes a first braking energy recovery mode in which the first coupling member 13021 is disconnected from the second coupling member 13022, the third coupling member 13031 is disconnected from the fourth coupling member 13032, and the second wheel transmits power to the second motor 109 to drive the second motor to generate electricity.

Second braking energy recovery mode: in this functional state, the fifth link 13041 is disconnected from the sixth link 13042, the fourth link 13032 is disconnected from the third link 13031, and the second link 13022 is disconnected from the first link 13021. The vehicle transmits power to the second electric machine 109 via rear axle wheels (i.e., rear propeller shafts), a rear differential, and a transmission, the second electric machine 109 operates to generate electricity and supply electrical energy to the energy storage unit and/or the first electric machine 12. The function is suitable for medium and small braking conditions.

The braking energy first motor 12 and the second motor 109 jointly recover functions during running: in this functional state, the right clutch driven assembly is coupled to the integrated clutch housing, the fifth coupling member 13041 is decoupled from the sixth coupling member 13042, and one of the first clutch assembly 1302 and the second clutch assembly 1303 remains engaged. The vehicle transmits power to the second motor 109 through the rear axle wheels (i.e., rear propeller shafts), the rear differential, and the transmission, and simultaneously transmits power to the first motor 12 through the front axle wheels (i.e., front propeller shafts), the front differential, and the conversion device 13, and the first motor 12 and the second motor 109 operate together to generate electricity and supply the electricity to the energy storage unit. The function is suitable for medium and large braking conditions.

EV precursor mode 1 (front motor 1 gear): in this mode, the fifth coupling member 13041 is disconnected from the sixth coupling member 13042, the first coupling member 13021 is disconnected from the second coupling member 13022, the third coupling member 13031 is coupled to the fourth coupling member 13032, and the first motor 12 is in the 1 st gear state. The energy storage unit supplies power to the first motor 12, and the first motor 12 operates and transmits power to wheels through the clutch body 131, the fourth connecting member 13032, the third connecting member 13031, the first gear 105, the first driven gear 1341, the intermediate shaft 134, the third gear 1343, the differential, and the front transmission shaft, thereby dragging the whole vehicle to operate.

EV precursor mode 2 (first motor 12 speed): in this mode, the fifth coupling member 13041 is disconnected from the sixth coupling member 13042, the first coupling member 13021 is coupled to the second coupling member 13022, the third coupling member 13031 is disconnected from the fourth coupling member 13032, and the first motor 12 is in the 2 nd gear state. The energy storage unit supplies power to the first motor 12, and the first motor 12 operates and transmits power to wheels through the clutch body 131, the second connecting member 13022, the first connecting member 13021, the second gear 106, the second driven gear 1342, the intermediate shaft 134, the third gear 1343, the differential, and the front transmission shaft, thereby dragging the whole vehicle to operate.

EV drive-after mode: in this mode, the fifth coupling member 13041 is disconnected from the sixth coupling member 13042, the first coupling member 13021 is disconnected from the second coupling member 13022, the third coupling member 13031 is disconnected from the fourth coupling member 13032, and neither the first motor 12 nor the engine 111 is operated. The energy storage unit supplies power to the second motor 109, and the second motor 109 operates and transmits power to wheels through the rear transmission, the rear differential and the rear transmission shaft to drag the whole vehicle to operate.

EV four-drive mode 1 (front motor 1 speed): in this mode, the fifth coupling member 13041 is disconnected from the sixth coupling member 13042, the first coupling member 13021 is disconnected from the second coupling member 13022, the third coupling member 13031 is coupled to the fourth coupling member 13032, and the first motor 12 is in the 1 st gear state. The energy storage unit supplies power to the first electric machine 12, and the first electric machine 12 operates and transmits power to wheels through the clutch main body 131, the fourth link 13032, the third link 13031, the first gear 105, the first driven gear 1341, the intermediate shaft 134, the third gear 1343, the differential, and the front drive shaft. The energy storage unit simultaneously powers the second electric machine 109, and the second electric machine 109 operates and transmits power to the wheels through the rear transmission, the rear differential, and the rear propeller shaft. The front motor and the rear motor work together to drag the whole vehicle to run.

EV four-drive mode 2 (first motor 12 speed): in this mode, the fifth coupling member 13041 is disconnected from the sixth coupling member 13042, the first coupling member 13021 is coupled to the second coupling member 13022, the third coupling member 13031 is disconnected from the fourth coupling member 13032, and the first motor 12 is in the 2 nd gear state. The energy storage unit supplies power to the first electric machine 12, and the first electric machine 12 operates and transmits power to wheels through the clutch body 131, the second coupling member 13022, the first coupling member 13021, the second gear 106, the second driven gear 1342, the intermediate shaft 134, the third gear 1343, the differential, and the front drive shaft. The energy storage unit simultaneously powers the second electric machine 109, which second electric machine 109 operates and transmits power to the wheels via the rear transmission 7, the rear differential 8, the rear propeller shaft. The front motor and the rear motor work together to drag the whole vehicle to run.

HEV front 1 range mode: in this mode, the engine 111 is in the ignition operation state, the fifth connecting member 13041 is coupled to the sixth connecting member 13042, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is coupled to the fourth connecting member 13032, and the engine 11 is in the 1 st gear connected state. The engine 111 transmits power to the wheels through the fifth coupling member 13041, the sixth coupling member 13042, the clutch main body 131, the fourth coupling member 13032, the third coupling member 13031, the first gear 105, the first driven gear 1341, the intermediate shaft 134, the third gear 1343, the differential, and the front drive shaft, and pulls the whole vehicle. When the power is insufficient, the energy storage unit supplies power to the first motor 12 to assist the engine 11 to drive the whole vehicle; when the power is rich, the first motor 12 generates electricity and supplies the electricity to the energy storage unit.

HEV front 2 range mode: in this mode, the engine 11 is in the ignition operation state, the fifth connecting member 13041 is coupled to the sixth connecting member 13042, the first connecting member 13021 is coupled to the second connecting member 13022, the third connecting member 13031 is disconnected from the fourth connecting member 13032, and the engine 11 is in the 2-speed connection state. The engine 111 transmits power to the wheels through the fifth coupling member 13041, the sixth coupling member 13042, the clutch main body 131, the second coupling member 13022, the first coupling member 13021, the second gear 106, the second driven gear 1342, the intermediate shaft 134, the third gear 1343, the differential, and the front drive shaft, and pulls the whole vehicle to run. When the power is insufficient, the energy storage unit supplies power to the first motor 12 to assist the engine 11 to drive the whole vehicle; when the power is rich, the first motor 12 generates electricity and supplies the electricity to the energy storage unit.

HEV rear drive mode (series state): in this mode, the left engine 11 is in the ignition operation state, the first link 13021 is disconnected from the second link 13022, the third link 13031 is disconnected from the fourth link 13032, and the fifth link 13041 is coupled with the sixth link 13042. The engine 111 transmits power to the first motor 12 through the fifth coupling 13041, the sixth coupling 13042, the clutch main body 131, and the first motor 12 operates to generate electricity and supply the electric power to the second motor 109. The second motor 109 operates and transmits power to wheels through a rear transmission, a rear differential and a rear transmission shaft, and pulls the whole vehicle to operate. The energy storage unit supplements the second motor 109 with electricity when the power is insufficient, and the first motor 12 supplies the energy storage unit with surplus electric energy when the power is surplus.

HEV four-drive mode 1 (first drive 1): in this mode, the engine 11 is in the ignition operation state, the fifth connecting member 13041 is coupled to the sixth connecting member 13042, the first connecting member 13021 is disconnected from the second connecting member 13022, the third connecting member 13031 is coupled to the fourth connecting member 13032, and the engine 11 is in the 1 st gear connected state. The engine 111 transmits power to wheels through the fifth coupling 13041, the sixth coupling 13042, the clutch main body 131, the fourth coupling 13032, the third coupling 13031, the first gear 105, the first driven gear 1341, the intermediate shaft 134, the third gear 1343, the differential, and the front propeller shaft. Meanwhile, the energy storage unit supplies power to the second motor 109, and the second motor 109 operates and transmits power to wheels through the rear transmission, the rear differential and the rear transmission shaft to drag the whole vehicle to operate. When the power is insufficient, the energy storage unit supplies power to the first motor 12 to assist in driving the whole vehicle; when the power is rich, the first motor 12 generates electricity and supplies the electricity to the energy storage unit.

HEV four-drive mode 1 (front 2): in this mode, the engine 11 is in the ignition operation state, the fifth connecting member 13041 is coupled to the sixth connecting member 13042, the first connecting member 13021 is coupled to the second connecting member 13022, the third connecting member 13031 is disconnected from the fourth connecting member 13032, and the engine 11 is in the gear connection state. The engine 11 transmits power to wheels through the fifth coupling member 13041, the sixth coupling member 13042, the clutch main body 131, the second coupling member 13022, the first coupling member 13021, the second gear 106, the second driven gear 1342, the intermediate shaft 134, the third gear 1343, the differential, and the front propeller shaft. Meanwhile, the energy storage unit supplies power to the second motor 109, and the second motor 109 operates and transmits power to wheels through the rear transmission, the rear differential and the rear transmission shaft to drag the whole vehicle to operate. When the power is insufficient, the energy storage unit supplies power to the first motor 12 to assist in driving the whole vehicle; when the power is rich, the first motor 12 generates electricity and supplies the electricity to the energy storage unit.

It should be noted that, data parameters such as the type of the engine 11 (e.g. self-priming, supercharging, etc.), performance parameters of the engine 11 (e.g. displacement, power, torque, etc.), and size parameters of the engine 11 are reasonably selected according to practical situations. The types, performance parameters, size parameters and the like of the first motor 12 and the second motor 109 can be reasonably selected according to practical situations.

According to the vehicle disclosed by the embodiment of the invention, the hybrid power assembly comprises the hybrid power assembly, the hybrid power assembly works cooperatively through the conversion device 13, the first motor 12 and the engine 11 selectively output power to the driving end through the same conversion device 13, the hybrid power assembly does not need to be provided with a reversing gear, the structure of the hybrid power assembly can be simplified, the structure of the hybrid power assembly is compact, the first motor 12 and/or the engine 11 selectively output power to the driving end through the same conversion device 13, and the engine 11 selectively outputs power to the first motor 12 through the conversion device 13, so that the vehicle can be switched to different driving modes, and the driving performance of the vehicle is improved.

The following are fused as needed to be written in the writing process to explain the relevant content:

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

In the description of the invention, a "first feature" or "second feature" may include one or more of such features.

In the description of the present invention, "plurality" means two or more.

In the description of the invention, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the invention, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power transmission system (1), characterized by comprising:

an engine (11), a first motor (12), and a conversion device (13);

the conversion means (13) comprises a plurality of outputs;

the engine (11) and the first motor (12) are connected with the conversion device (13);

the engine (11) is configured to selectively engage at least one of a plurality of the outputs;

the first motor (12) is configured to selectively engage at least one of a plurality of the outputs;

the engine (11) selectively outputs power to the first motor (12) through the conversion device (13) so as to drive the first motor (12) to generate power.

2. The drivetrain (1) according to claim 1, characterized in that the output comprises a first output and a second output, the conversion means (13) comprising a first clutch assembly (1302) and a second clutch assembly (1303);

the first clutch assembly (1302) is connected with the first output end, and the second clutch assembly (1303) is connected with the second output end.

3. The drivetrain (1) according to claim 2, characterized in that the conversion device (13) further comprises a clutch body (131), the first clutch assembly (1302) and the second clutch assembly (1303) being both connected to the clutch body (131), the first electric motor (12) being in driving connection with the clutch body (131).

4. A drivetrain (1) according to claim 3, characterized in that the engine (11) is connected to the first electric machine (12) by means of a gear pair, one of the gears of which is configured as the clutch body (131) or one of the gears of which is arranged on the clutch body (131).

5. A drivetrain (1) according to claim 3, characterized in that the conversion means (13) further comprise a third clutch assembly (1304);

the third clutch assembly (1304) is connected to the clutch body (131), and the engine (11) is drivingly connected to the third clutch assembly (1304) such that the engine (11) is selectively connectable to at least one of the plurality of outputs;

the engine (11) selectively outputs power to the first motor (12) through the third clutch assembly (1304) so as to drive the first motor (12) to generate power.

6. A drivetrain (1) according to any of claims 3-5, characterized in that a first clutch assembly (1302), a second clutch assembly (1303) and a third clutch assembly (1304) are provided on the clutch body (131).

7. The drivetrain (1) according to claim 6, characterized in that the first clutch assembly (1302), the second clutch assembly (1303) are arranged on a side of the clutch body (131) facing away from the engine (11), and the third clutch assembly (1304) is arranged on a side of the clutch body (131) facing towards the engine (11).

8. The drivetrain (1) according to claim 7, characterized in that the projection of the first clutch assembly (1302) coincides at least partially with the projection of the second clutch assembly (1303) in the radial direction of the clutch body.

9. The drivetrain (1) according to claim 8, characterized in that the first clutch assembly (1302) is arranged radially outside or radially inside the second clutch assembly (1303).

10. The drivetrain (1) according to claim 9, characterized in that the first clutch assembly (1302) comprises a first coupling member (13021) and a second coupling member (13022), the first coupling member (13021) being selectively coupled to the second coupling member (13022) by a clutch plate.

11. The drivetrain (1) according to claim 10, characterized in that the second clutch assembly (1303) comprises a third coupling (13031) and a fourth coupling (13032), the third coupling (13031) being selectively coupled to the fourth coupling (13032) by means of a clutch disc.

12. The drivetrain (1) according to claim 11, characterized in that the third clutch assembly (1304) comprises a fifth coupling member (13041) and a sixth coupling member (13042), the fifth coupling member (13041) being selectively coupled to the sixth coupling member (13042) by a clutch plate.

13. The drivetrain (1) according to claim 12, characterized in that the first (13021), the third (13031) and the fifth (13041) connection are fixedly connected with the clutch body (131).

14. The drivetrain (1) according to claim 12, characterized in that the drivetrain (1) further comprises a support shaft (132), the second connection (13022) being rotatably connected to the support shaft (132) by means of a first bearing (101).

15. A drivetrain (1) according to claim 1, characterized in that the fourth connection (13032) is rotationally connected with the second connection (13022) via a second bearing (102).

16. The drivetrain (1) according to claim 2, characterized in that in the radial direction of the support shaft (132) the projection of the first bearing (101) at least partly overlaps the projection of the second bearing (102).

17. The drivetrain (1) according to any one of claims 1-16, characterized in that: the power transmission system (1) further comprises a limiting shaft (133), and the limiting shaft (133) is connected with the supporting shaft (132);

the sixth connecting piece (13042) is provided with a first limiting part, and one end of the limiting shaft (133) is matched with the first limiting part to limit the axial movement of the supporting shaft (132).

18. The drivetrain (1) according to claim 17, characterized in that one end of the limiting shaft (133) is provided with a second limiting portion, the first limiting portion is a spherical groove (13043), the second limiting portion is a spherical protrusion (1331), the spherical protrusion (1331) is matched with the spherical groove (13043), and an inner wall of the spherical groove (13043) is spaced from the spherical protrusion (1331).

19. The drivetrain (1) according to claim 18, characterized in that the support shaft (132) is arranged coaxially to the limit shaft (133), the sixth connection (13042) being rotationally connected to the limit shaft (133) by means of a third bearing (103).

20. The drivetrain (1) according to claim 19, characterized in that the sixth connection (13042) is rotationally connected to the outer housing via a fourth bearing (104), wherein in the radial direction of the limiting shaft (133) the projection of the third bearing (103) at least partially overlaps the projection of the fourth bearing (104).

21. A drivetrain (1) according to claim 20, characterized in that the support shaft and the limit shaft are both connected to the clutch body, and that the support shaft is arranged on the side of the clutch body facing away from the engine, and that the limit shaft is arranged on the side of the clutch body facing towards the engine.

22. A drivetrain (1) according to claim 1, characterized in that the engine (11) is arranged to the right of the conversion means (13) in the direction from the rear to the front of the vehicle.

23. The drivetrain (1) according to claim 17, characterized in that the drivetrain (1) further comprises an intermediate shaft (134), the output of the conversion device (13) being in driving connection with a first wheel of the vehicle via the intermediate shaft (134);

the first output end is a first gear (105), the second output end is a second gear (106), and the intermediate shaft (134) comprises a first gear (1341), a second gear (1342) and a third gear (1343);

the first gear (105) is correspondingly connected with a first gear (1341), the second gear (106) is correspondingly connected with the second gear (1342), and the third gear (1343) is configured to be connected with a differential, so that the power of the first motor (12) and/or the engine (11) can be output to a first wheel (107).

24. The drivetrain (1) according to claim 17, characterized in that the drivetrain (1) further comprises a second electric machine (109), the second electric machine (109) being adapted to output power to a second wheel (108).

25. The power transmission system (1) according to claim 23, characterized in that the power transmission system comprises a parking power generation mode, when the power transmission system is in the parking power generation mode, the fifth connecting piece (13041) is combined with the sixth connecting piece (13042), the first connecting piece is disconnected from the second connecting piece, the third connecting piece is disconnected from the fourth connecting piece, and power output by the engine (11) is output to the first motor (12) through the sixth connecting piece (13042), the fifth connecting piece (13041) and the clutch main body (131) in sequence and drives the first motor (12) to generate power.

26. The drivetrain (1) of claim 23, further comprising a first braking energy recovery mode in which the first connecting member (13021) is disconnected from the second connecting member (13022), the third connecting member (13031) is disconnected from the fourth connecting member (13032), and the second wheel transmits power to the second electric machine (109) to drive the second electric machine to generate electricity.

27. A drivetrain (1) according to claim 23, further comprising a second braking energy recuperation mode, wherein in the second braking energy recuperation mode the first connecting member is engaged with the second connecting member, the third connecting member is disengaged from the fourth connecting member, the fifth connecting member is disengaged from the sixth connecting member, and the power of the first wheel of the vehicle is transferred to the clutch body via the intermediate shaft, the second connecting member and the first connecting member, and the first electric machine is driven to generate electricity via the clutch body.

28. A drivetrain (1) according to claim 23, further comprising a third braking energy recovery mode in which the first connecting member is disconnected from the second connecting member, the third connecting member is engaged with the fourth connecting member, the fifth connecting member is disconnected from the sixth connecting member, and power of the first wheels of the vehicle is transmitted to the clutch body via the intermediate shaft, the fourth connecting member and the third connecting member, and the first electric machine is driven to generate electricity via the clutch body.

29. A drivetrain (1) according to claim 23, further comprising a first start mode in which the first connecting member is disconnected from the second connecting member, the third connecting member is disconnected from the fourth connecting member, the fifth connecting member is engaged with the sixth connecting member, the first electric machine is rotated, and power of the first electric machine is transmitted to the engine via the clutch body, the fifth connecting member and the sixth connecting member to start the engine.

30. A drivetrain (1) according to claim 23, further comprising a second start mode in which the fifth connection is engaged with the sixth connection, the first motor rotating, power of the first motor being transmitted to the engine via the clutch body, the fifth connection and the sixth connection to start the engine;

Wherein the first connecting piece and the second connecting piece are in an engagement state or the third connecting piece and the fourth connecting piece are in a combination state.

31. A drivetrain (1) according to claim 23, further comprising a first drive-generation mode in which the fifth connection is engaged with the sixth connection, power of the engine being transmitted to the first electric machine via the sixth connection, the fifth connection and the clutch body, thereby powering the first electric machine;

the first connecting piece and the second connecting piece are in an engagement state, so that power of the engine is transmitted to the output end through the sixth connecting piece, the fifth connecting piece, the clutch main body, the first connecting piece and the second connecting piece to drive the first wheel to rotate; or alternatively; the third connecting piece is in a combined state with the fourth connecting piece, so that power of the engine is transmitted to the output end through the sixth connecting piece, the fifth connecting piece, the clutch main body, the third connecting piece and the fourth connecting piece to drive the first wheel to rotate.

32. The drivetrain (1) according to claim 23, characterized in that it further comprises a second driving power generation mode, in which a fifth connection (13041) is associated with a sixth connection (13042), said first connection being disconnected from said second connection, said third connection being disconnected from said fourth connection, the power output by the engine (11) being output to the first electric machine (12) and driving the first electric machine (12) to generate power, in turn via the sixth connection (13042), the fifth connection (13041) and the clutch body (131);

the power of the second motor is transmitted to the second wheel to drive the second wheel to rotate.

33. A drivetrain (1) according to claim 23, further comprising a first drive mode in which the second electric machine is rotated, neither the first electric machine nor the engine is started, the power of the second electric machine being transmitted to the second wheels to drive the second vehicle in rotation.

34. A drivetrain (1) according to claim 23, characterized in that the drivetrain further comprises a second drive mode in which the second electric machine and the engine are not started, the fifth connection being disconnected from the sixth connection;

The first connecting piece is connected with the second connecting piece, the third connecting piece is disconnected with the fourth connecting piece, the first motor rotates, and the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece and the second connecting piece to drive the first wheel to rotate; or the first connecting piece is disconnected with the second connecting piece, the third connecting piece is engaged with the fourth connecting piece, the first motor rotates, and the power of the first motor is transmitted to the output end through the clutch main body, the third connecting piece and the fourth connecting piece to drive the first wheel to rotate.

35. A drivetrain (1) according to claim 23, characterized in that it further comprises a third driving mode in which the engine is not started, the first motor and the second motor being rotated, the power of the second motor being transmitted to the second wheel to drive the second wheel in rotation;

the first connecting piece is connected with the second connecting piece, the third connecting piece is disconnected with the fourth connecting piece, and the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece and the second connecting piece to drive the first wheel to rotate; or the first connecting piece is disconnected with the second connecting piece, the third connecting piece is engaged with the fourth connecting piece, and the power of the first motor is transmitted to the output end through the clutch main body, the third connecting piece and the fourth connecting piece so as to drive the first wheel to rotate.

36. A drivetrain (1) according to claim 23, characterized in that it further comprises a fourth drive mode in which the first electric machine and the engine are rotated, the second electric machine is not activated, the fifth connection being engaged with the sixth connection;

the first connecting piece is connected with the second connecting piece, the third connecting piece is disconnected with the fourth connecting piece, the power of the first motor is transmitted to the output end through the clutch main body, the first connecting piece and the second connecting piece to drive the first wheel to rotate, and the power of the engine is transmitted to the output end through the sixth connecting piece, the fifth connecting piece, the clutch main body, the first connecting piece and the second connecting piece to drive the first wheel to rotate; or the first connecting piece is disconnected with the second connecting piece, the third connecting piece is connected with the fourth connecting piece, the power of the first motor is transmitted to the output end through the clutch main body, the third connecting piece and the fourth connecting piece to drive the first wheel to rotate, and the power of the engine is transmitted to the output end through the sixth connecting piece, the fifth connecting piece, the clutch main body, the third connecting piece and the fourth connecting piece to drive the first wheel to rotate.

37. A drivetrain (1) according to claim 23, characterized in that it further comprises a fifth drive mode in which the first motor, the second motor and the engine are all rotating, the power of the second motor being transmitted to the second wheel to drive the second wheel in rotation;

38. A vehicle, characterized by comprising a drivetrain (1) as claimed in any one of claims 1-37.