Power system and vehicle

Abstract

The utility model discloses a power system and a vehicle. The power system comprises a first driving source, a first transmission path and a second transmission path. The first transmission path is used for being arranged between a first driving source and a wheel end and comprises a first coupling mechanism, when the rotating speed of an output shaft of the first driving source reaches a first preset range, the first coupling mechanism is coupled, and power of the first driving source is transmitted to the wheel end along the first transmission path. The second transmission path is used for being arranged between the first driving source and the wheel end and comprises a second coupling mechanism, when the rotating speed of the output shaft of the first driving source reaches a second preset range, the second coupling mechanism is coupled, and power of the first driving source is transmitted to the wheel end along the second transmission path. According to the technical scheme, by means of the characteristics of the first coupling mechanism and the second coupling mechanism, gear shifting of the vehicle is achieved. The power transmission path switching response speed is higher, and the switching process is smoother.

Description

Technical Field

[0001] The present application relates to the field of vehicle transmission technology, and in particular to a power system and a vehicle. Background Art

[0002] When the vehicle is moving, the power system of the vehicle will switch the power route according to the vehicle speed. However, in the related art, the route switching sensitivity of the power system is not high, the switching is strong, and the user experience is not good. Utility Model Content

[0003] The purpose of the present application is to provide a power system and a vehicle, aiming to solve the problem of gear shifting frustration of the vehicle power system in the related art. To achieve the purpose of the present application, in a first aspect, the present application provides a power system, the power system comprising a first drive source, a first transmission path and a second transmission path;

[0004] The first transmission path is used to be arranged between the first driving source and the wheel end, and the first transmission path includes a first coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a first preset range, the first coupling mechanism is coupled, and the power of the first driving source can be transmitted to the wheel end along the first transmission path;

[0005] The second transmission path is used to be arranged between the first driving source and the wheel end. The second transmission path includes a second coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a second preset range, the second coupling mechanism couples, and the power of the first driving source can be transmitted to the wheel end along the second transmission path.

[0006] In a possible implementation manner, the transmission ratios of the first transmission path and the second transmission path are set to be different.

[0007] In a possible implementation, the power system further includes a first transmission shaft and a second transmission shaft;

[0008] The first transmission shaft is connected to the first driving source, and the second transmission shaft is drivingly connected to the wheel end;

[0009] The first transmission path further includes a first gear set, the first gear set includes a first gear and a second gear meshing with each other, the first gear is connected to the first transmission shaft, the second gear is connected to the second transmission shaft, the first coupling mechanism includes a first one-way clutch, and the first one-way clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft;

[0010] The second transmission path also includes a second gear set, the second gear set includes a third gear and a fourth gear that are meshed with each other, the third gear is connected to the first transmission shaft, and the fourth gear is connected to the second transmission shaft. The second coupling mechanism includes a second one-way clutch, and the second one-way clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft.

[0011] In a possible implementation, the power system further includes a first transmission shaft and a second transmission shaft;

[0012] The first transmission shaft is connected to the first driving source, and the second transmission shaft is used for transmission connection with the wheel end;

[0013] The first transmission path further includes a first gear set, the first gear set includes a first gear and a second gear meshing with each other, the first gear is connected to the first transmission shaft, the second gear is connected to the second transmission shaft, the first coupling mechanism includes a first one-way centrifugal clutch, and the first one-way centrifugal clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft;

[0014] The second transmission path also includes a second gear set, the second gear set includes a third gear and a fourth gear that are meshed with each other, the third gear is connected to the first transmission shaft, and the fourth gear is connected to the second transmission shaft. The second coupling mechanism includes a second one-way centrifugal clutch, and the second one-way centrifugal clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft.

[0015] In a possible implementation, the first coupling mechanism is provided on the first transmission shaft, and the first transmission shaft is clutch-connected with the first gear through the first coupling mechanism;

[0016] The second coupling mechanism is provided on the first transmission shaft, and the first transmission shaft is clutch-connected with the third gear via the first coupling mechanism; or

[0017] The first coupling mechanism is provided on the second gear, and the second gear is clutch-connected with the second transmission shaft through the first coupling mechanism;

[0018] The second coupling mechanism is provided on the fourth gear, and the fourth gear is clutch-connected with the second transmission shaft via the second coupling mechanism.

[0019] In a possible implementation, the power system further includes a fifth gear and a sixth gear meshing with each other;

[0020] The fifth gear is fixed to the second transmission shaft, and the sixth gear is fixed to the wheel end.

[0021] In a possible implementation, the power system further includes a second driving source, a third transmission shaft, and a third gear set, and the second driving source is drivingly connected to the third transmission shaft;

[0022] The third gear set is arranged on the third transmission shaft, and the third gear set is used to be connected with the wheel end.

[0023] In a possible implementation, the third gear set includes a seventh gear and an eighth gear, the seventh gear is meshed with the second gear set; and the eighth gear is meshed with the fourth gear.

[0024] The power system further includes a clutch mechanism,

[0025] The clutch mechanism is fixed to the third transmission shaft, and the third transmission shaft can be selectively connected to the seventh gear or the eighth gear through the clutch mechanism.

[0026] In a possible implementation, the power system further includes a first clutch, and the second drive source is transmission-connected to the third transmission shaft via the first clutch.

[0027] In a possible implementation, the power system further includes a generator, which is transmission-connected to the second driving source, and the second driving source is an engine.

[0028] In a possible implementation, the power system further includes a fourth transmission shaft, a ninth gear, and a tenth gear;

[0029] The fourth transmission shaft is transmission-connected to the generator;

[0030] The ninth gear is fixed to the third transmission shaft;

[0031] The tenth gear is fixed to the fourth transmission shaft and meshes with the ninth gear.

[0032] In a possible implementation, the power system further includes a second clutch and an eleventh gear, wherein the second clutch is fixed to the fourth transmission shaft;

[0033] The eleventh gear is meshed with the fifth gear and is transmission-connected to the fourth transmission shaft via the second clutch.

[0034] In a second aspect, the present application further provides a vehicle, the vehicle comprising a power system, the power system comprising a first drive source, a first transmission path, and a second transmission path;

[0035] The first transmission path is used to be arranged between the first driving source and the wheel end, and the first transmission path includes a first coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a first preset range, the first coupling mechanism is coupled, and the power of the first driving source can be transmitted to the wheel end along the first transmission path;

[0036] The second transmission path is used to be arranged between the first driving source and the wheel end. The second transmission path includes a second coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a second preset range, the second coupling mechanism couples, and the power of the first driving source can be transmitted to the wheel end along the second transmission path.

[0037] The technical solution of the present application realizes the gear switching of the vehicle by setting the first transmission path and the second transmission path between the first driving source and the wheel end, and utilizing the inherent characteristics of the first coupling mechanism in the first transmission path and the second coupling mechanism in the second transmission path. When the speed of the output shaft of the first driving source is within the first preset range, the first coupling mechanism is coupled and connected between the first driving source and the wheel end, the second coupling mechanism is disconnected from the first driving source and the wheel end, and the power of the first driving source is transmitted to the wheel end through the first transmission path. When the speed of the output shaft of the first driving source is within the second preset range, the first coupling mechanism is disconnected from the first driving source and the wheel end, the second coupling mechanism is coupled and connected between the first driving source and the wheel end, and the power of the first driving source is transmitted to the wheel end through the second transmission path. In this way, the switching of the vehicle transmission path is realized, and since the disconnection and connection of the first coupling mechanism and the second coupling mechanism are driven by the speed of the output shaft of the first driving source, the intervention of the vehicle electronic control unit (EUC) is not required. Therefore, the power system provided by the present application has a faster response speed of the power transmission path switching, a smoother switching process, and a better user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 A schematic diagram of the structure of an embodiment of the power system provided by the present application;

[0040] Figure 2 for Figure 1 Schematic diagram of the structure of the power system in pure electric low gear mode;

[0041] Figure 3 for Figure 1Schematic diagram of the power system in pure electric high-end mode;

[0042] Figure 4 for Figure 1 A schematic structural diagram of another embodiment of the power system in a pure electric low gear mode;

[0043] Figure 5 for Figure 1 A schematic structural diagram of another embodiment of the power system in pure electric high-speed mode;

[0044] Figure 6 for Figure 1 A schematic diagram of the structure of the medium power system in the engine low-gear direct drive mode;

[0045] Figure 7 for Figure 1 A schematic diagram of the structure of the power system in the engine high-speed direct drive mode;

[0046] Figure 8 for Figure 1 Schematic diagram of the structure of the mid-power system in low-range hybrid mode;

[0047] Fig. 9 for Figure 1 Schematic diagram of the powertrain in high-end hybrid mode;

[0048] Fig.10 for Figure 1 Schematic diagram of the structure of the medium power system in low-range series mode;

[0049] Fig.11 for Figure 1 Schematic diagram of the structure of the power system in high-speed series mode;

[0050] Fig.12 for Figure 1 A schematic diagram of the structure of the power system in the power recovery mode;

[0051] Fig.13 for Figure 1 Schematic diagram of the structure of the power system in reverse gear mode.

[0052] Description of reference numerals:

[0053] 1000 Powertrain;

[0054] 1 first driving source;

[0055] 2 wheel ends;

[0056] 3 first coupling mechanism, 3a first one-way clutch, 3b first one-way centrifugal clutch;

[0057] 4 second coupling mechanism, 4a second one-way clutch, 4b second one-way centrifugal clutch;

[0058] 5 first gear set, 51 first gear, 52 second gear;

[0059] 6 second gear set, 61 third gear, 62 fourth gear;

[0060] 7 the fifth gear, 8 the sixth gear, 9 the seventh gear, 10 the eighth gear, 20 the ninth gear, 30 the tenth gear, 40 the eleventh gear;

[0061] 50 first transmission shaft, 60 second transmission shaft, 70 third transmission shaft, 80 fourth transmission shaft;

[0062] 90 clutch mechanism, 100 first clutch, 110 second clutch;

[0063] 120 second driving source;

[0064] 130 generators;

[0065] 140 Differential;

[0066] 150 first transmission path;

[0067] 160 Second transmission path. DETAILED DESCRIPTION

[0068] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0069] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there can be a central component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there can be a central component at the same time.

[0070] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in this application and in the specification are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in this application includes any and all combinations of one or more of the related listed items.

[0071] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0072] In the related art, the power system mainly relies on the vehicle electronic control unit (ECU) to control the coupling of the clutch in the power system transmission path to achieve the switching of the power system transmission path. It takes time for the vehicle electronic control unit to obtain the path switching signal, and it also takes time for the clutch to respond to the coupling signal of the vehicle electronic control unit. This also leads to the power system adopting this switching method. The transmission path switching sensitivity is not high, the switching frustration is strong, and the user experience is not good. In order to solve the above problems, the present application proposes a vehicle, which can be a car, a truck, or a forklift. The vehicle can be a fuel car, a hybrid vehicle, an extended-range electric vehicle, a plug-in hybrid vehicle, or a pure electric vehicle, and the present application does not limit this.

[0073] The vehicle includes a vehicle body, a power system and a wheel end. The vehicle body serves as the supporting frame of the vehicle and is used to support and connect the various assemblies of the vehicle. The wheel end is rotatably arranged on the vehicle body. Two, three or four wheel ends can be arranged. This application does not limit this.

[0074] The power system is housed in the vehicle body, and the power system is connected to at least one wheel end in a transmission manner. The power system can drive the vehicle to move by driving the wheel end to rotate. The power system includes a first drive source, a first transmission path, and a second transmission path. The first transmission path is used to be arranged between the first drive source and the wheel end, and the first transmission path includes a first coupling mechanism. When the rotation speed of the output shaft of the first drive source reaches a first preset range, the first coupling mechanism couples, and the power of the first drive source is transmitted to the wheel end along the first transmission path. The second transmission path is used to be arranged between the first drive source and the wheel end, and the second transmission path includes a second coupling mechanism. When the rotation speed of the output shaft of the first drive source reaches a second preset range, the second coupling mechanism couples, and the power of the first drive source is transmitted to the wheel end along the second transmission path.

[0075] It should be noted that the coupling mechanism in the present application is an automatic clutch device, and its main feature is that it can control the coupling and disconnection with the power source according to the different speeds of the power source; under the action of centrifugal force, when the speed of the power source is in a certain range, the coupling mechanism is coupled with the power source, and when the speed of the power source is in another range, it can be disconnected from the power source. The present application makes use of this feature. When the speed of the output shaft of the first driving source is in the first preset range, the first coupling mechanism is coupled and connected between the first driving source and the wheel end, the second coupling mechanism is connected and disconnected from the first driving source and the wheel end, and the power of the first driving source is transmitted to the wheel end through the first transmission path. When the speed of the output shaft of the first driving source is in the second preset range, the first coupling mechanism is disconnected from the first driving source and the wheel end, the second coupling mechanism is coupled and connected between the first driving source and the wheel end, and the power of the first driving source is transmitted to the wheel end through the second transmission path. In this way, the switching of the vehicle transmission path is achieved, and since the disconnection and connection of the first coupling mechanism and the second coupling mechanism are driven by the rotational speed of the output shaft of the first drive source, the intervention of the vehicle electronic control unit (EUC) is not required. Therefore, the power system provided by the present application has a faster power transmission path switching response speed, a smoother switching process, and a better user experience.

[0076] Hereinafter, the power system provided by the present application will be described in detail with reference to the accompanying drawings.

[0077] Please refer to Figure 1 The power system 1000 includes a first driving source 1, which is used as a power source of the power system 1000 to provide power for the wheel end 2 to rotate. The first driving source 1 can be a motor or an engine. When the first driving source 1 is a motor, the first driving source 1 can be a synchronous motor or an asynchronous motor. When the first driving source 1 is an engine, the first driving source 1 can be a diesel engine or a gasoline engine, and this application does not limit this.

[0078] Exemplarily, in one embodiment of the present application, the first driving source 1 is a motor, and the first driving source 1 is electrically connected to the battery of the vehicle. The first driving source 1 can convert the electrical energy of the battery into kinetic energy in the pure electric mode of the vehicle, and output it to the wheel end 2, thereby driving the vehicle to move.

[0079] Please refer to Figure 2 and Figure 3The power system 1000 further includes a first transmission path 150 and a second transmission path 160, which are arranged between the first driving source 1 and the wheel end 2. A first coupling mechanism 3 is arranged in the first transmission path 150, and the first coupling mechanism 3 is arranged to be coupled with other structures of the power system 1000 when the rotation speed of the first driving source 1 is in a first preset range, so that the first transmission path 150 is connected between the first driving source 1 and the wheel end 2, so that the power of the first driving source 1 can be transmitted to the wheel end 2 along the first transmission path 150. When the first driving source 1 is in other rotation speed ranges, the first coupling mechanism 3 is disconnected, so that the first transmission path 150 is separated from the first driving source 1 and the wheel end 2.

[0080] The second transmission path 160 is provided with a second coupling mechanism 4, and the second coupling mechanism 4 is configured to be coupled with other structures of the power system 1000 when the rotation speed of the second driving source 120 is within a second preset range, so that the second transmission path 160 is connected between the second driving source 120 and the wheel end 2, so that the power of the second driving source 120 can be transmitted to the wheel end 2 along the second transmission path 160. When the second driving source 120 is within another rotation speed range, the second coupling mechanism 4 is disconnected, so that the second transmission path 160 is separated from the second driving source 120 and the wheel end 2.

[0081] The setting of the first coupling mechanism 3 and the second coupling mechanism 4 makes the switching of the transmission path of the power system 1000 no longer rely on the control of the vehicle electronic control unit, the power route switching response speed is faster, the switching process is smoother, and the user experience is better.

[0082] The transmission ratios of the first transmission path 150 and the second transmission path 160 where the first coupling mechanism 3 and the second coupling mechanism 4 are located can be set to be the same or different. When the transmission ratios of the first transmission path 150 and the second transmission path 160 are set to be the same, the first coupling mechanism 3 and the second coupling mechanism 4 are only used to change the transmission direction of the power system 1000 to prevent one transmission route from being frequently used, which affects the service life of the power system 1000.

[0083] When the transmission ratios of the first transmission path 150 and the second transmission path 160 are set to be different, the first coupling mechanism 3 and the second coupling mechanism 4 can not only change the power transmission direction of the power system 1000, but also realize the gear switching of the power system 1000.

[0084] Specifically, in one embodiment of the present application, the power system 1000 further includes a first transmission shaft 50 and a second transmission shaft 60, wherein the first transmission shaft 50 is connected to the first driving source 1, and the second transmission shaft 60 is connected to the wheel end 2. The first transmission path 150 further includes a first gear set 5, which is disposed between the first transmission shaft 50 and the second transmission shaft 60. When the rotation speed of the output shaft of the first driving source 1 is within a first preset range, the first gear set 5 can be connected between the first transmission shaft 50 and the second transmission shaft 60 under the action of the first coupling mechanism 3, thereby enabling the power of the first driving source 1 to be transmitted to the wheel end 2 through the first transmission shaft 50 and the second transmission shaft 60.

[0085] The second transmission path 160 includes a second gear set 6, which is disposed between the second transmission shaft 60 and the second transmission shaft 60. When the rotation speed of the second driving source 120 is within the second preset range, the second gear set 6 can be connected between the first transmission shaft 50 and the second transmission shaft 60 under the action of the second coupling mechanism 4, so that the power of the first driving source 1 can be transmitted to the wheel end 2 through the first transmission shaft 50 and the second transmission shaft 60. The transmission ratio of the second gear set 6 and the first gear ratio is set to be different, so that when the power of the first driving source 1 is transmitted between the first transmission path 150 and the second transmission path 160, different transmission ratios can be obtained, thereby realizing the switching of the vehicle gear.

[0086] It should be noted that the transmission ratios of the second gear set 6 and the first gear set 5 are set to be different, which means that the transmission ratio of the second gear set 6 can be greater than the transmission ratio of the first gear set 5, or less than the transmission ratio of the first gear set 5. When the transmission ratio of the second gear set 6 is greater than the transmission ratio of the first gear set 5, the first transmission path 150 is a high-speed path, and the second transmission path 160 is a low-speed path. When the power system 1000 switches from the first transmission path 150 to the second transmission path 160, the vehicle decelerates. When the transmission ratio of the second gear set 6 is less than the transmission ratio of the first gear set 5, the first transmission path 150 is a low-speed path, and the second transmission path 160 is a high-speed path. When the power system 1000 switches from the first transmission path 150 to the second transmission path 160, the vehicle accelerates.

[0087] The first gear set 5 is composed of a plurality of meshing gears, and the number of meshing gears can be two, three, or four, and the present application does not limit this. In order to reduce the damage of the power of the first driving source 1 in the first gear set 5, in an embodiment of the present application, the first gear set 5 includes a meshing first gear 51 and a second gear 52, the first gear 51 is connected to the first transmission shaft 50, and the second gear 52 is connected to the second transmission shaft 60.

[0088] The first coupling mechanism 3 is disposed between the first gear 51, the second gear 52, the first transmission shaft 50 and the second transmission shaft 60. When the rotation speed of the output shaft of the first driving source 1 is within the first preset range, the first gear 51 and the second gear 52 are connected between the first driving source 1 and the wheel end 2. The driving force of the first driving source 1 can be transmitted to the wheel end 2 along the first transmission shaft 50, the first gear 51, the second gear 52 and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0089] There are many ways to set the first coupling mechanism 3 and the first gear 51, the second gear 52, the first transmission shaft 50 and the second transmission shaft 60. Please refer to Figure 2 In one embodiment of the present application, the first coupling mechanism 3 is provided on the second gear 52, and the second gear 52 is clutched and connected with the second transmission shaft 60 through the first coupling mechanism 3. The power of the first driving source 1 can reach the first coupling mechanism 3 through the first transmission shaft 50, the first gear 51, and the second gear 52. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the first coupling mechanism 3 is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the second gear 52, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0090] The first coupling mechanism 3 is configured to only allow power to be transmitted from the first transmission shaft 50 to the second transmission shaft 60, so as to prevent the power of the wheel end 2 or other structures of the power system 1000 from being transmitted to the first transmission shaft 50 through the second transmission shaft 60 when the first coupling mechanism 3 is coupled, thereby causing damage to the first drive source 1.

[0091] The first coupling mechanism 3 may adopt a one-way clutch. When the first coupling mechanism 3 adopts a one-way clutch, the first coupling mechanism 3 includes a first one-way clutch 3a, which is arranged on the second gear 52. The second gear 52 is connected to the second transmission shaft 60 through the first one-way clutch 3a. The power of the first driving source 1 can reach the first one-way clutch 3a through the first transmission shaft 50, the first gear 51, and the second gear 52. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the first one-way clutch 3a is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the second gear 52, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0092] The first coupling mechanism 3 may also adopt a one-way centrifugal clutch. When the first coupling mechanism 3 adopts a one-way centrifugal clutch, the first coupling mechanism 3 includes a first one-way centrifugal clutch 3b, which is arranged on the second gear 52. The second gear 52 is connected to the second transmission shaft 60 through the first one-way centrifugal clutch 3b. The power of the first driving source 1 can reach the first one-way centrifugal clutch 3b through the first transmission shaft 50, the first gear 51, and the second gear 52. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the first one-way centrifugal clutch 3b is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the second gear 52, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0093] It can be understood that in addition to the one-way clutch and the one-way centrifugal clutch, in other possible implementations of the present application, the first coupling mechanism 3 can also adopt other clutch devices that can rely on the centrifugal force of the driving source to achieve automatic coupling and automatic disconnection, and the present application does not impose any restrictions on this.

[0094] Please refer to Figure 4 In other possible implementations of the present application, the first coupling mechanism 3 may also be provided on the first transmission shaft 50, and the first transmission shaft 50 is clutched and connected with the first gear 51 through the first coupling mechanism 3. The power of the first driving source 1 can reach the first coupling mechanism 3 through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 is within the first preset range, the first coupling mechanism 3 is coupled with the first gear 51, so that the power of the first driving source 1 can reach the first gear 51 through the first transmission shaft 50, and is transmitted to the wheel end 2 through the first gear 51, the second gear 52, and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0095] The first coupling mechanism 3 is configured to only allow power to be transmitted from the first transmission shaft 50 to the second transmission shaft 60, so as to prevent the power of the wheel end 2 or other structures of the power system 1000 from being transmitted to the first transmission shaft 50 through the second transmission shaft 60 when the first coupling mechanism 3 is coupled, thereby causing damage to the first drive source 1.

[0096] The first coupling mechanism 3 may adopt a one-way clutch. When the first coupling mechanism 3 adopts a one-way clutch, the first coupling mechanism includes a first one-way clutch 3a, and the first transmission shaft 50 is connected to the first gear 51 through the first one-way clutch 3a. The power of the first driving source 1 can reach the first one-way clutch 3a through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 is within the first preset range, the first one-way clutch 3a is coupled with the first gear 51, so that the power of the first driving source 1 can reach the first gear 51 through the first transmission shaft 50, and is transmitted to the wheel end 2 through the first gear 51, the second gear 52, and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0097] The first coupling mechanism 3 may also adopt a one-way centrifugal clutch. When the first coupling mechanism 3 adopts a one-way centrifugal clutch, the first coupling mechanism 3 includes a first one-way centrifugal clutch 3b, and the first transmission shaft 50 is connected to the first gear 51 through the first one-way centrifugal clutch 3b. The power of the first driving source 1 can reach the first one-way centrifugal clutch 3b through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 is within the first preset range, the first one-way centrifugal clutch 3b is coupled with the first gear 51, so that the power of the first driving source 1 can reach the first gear 51 through the first transmission shaft 50, and is transmitted to the wheel end 2 through the first gear 51, the second gear 52, and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0098] Please refer to Figure 3 The second gear set 6 is composed of a plurality of meshing gears, and the number of meshing gears can be two, three, or four, and the present application does not limit this. In order to reduce the damage of the power of the first driving source 1 in the second gear set 6, in an embodiment of the present application, the second gear set 6 includes a meshing third gear 61 and a fourth gear 62, the third gear 61 is connected to the first transmission shaft 50, and the fourth gear 62 is connected to the second transmission shaft 60.

[0099] The second coupling mechanism 4 is disposed between the third gear 61, the fourth gear 62, the first transmission shaft 50 and the second transmission shaft 60. When the rotation speed of the output shaft of the first driving source 1 is within the first preset range, the third gear 61 and the fourth gear 62 are connected between the first driving source 1 and the wheel end 2. The driving force of the first driving source 1 can be transmitted to the wheel end 2 along the first transmission shaft 50, the third gear 61, the fourth gear 62 and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0100] There are many ways to set the second coupling mechanism 4 and the third gear 61, the fourth gear 62, the first transmission shaft 50 and the second transmission shaft 60. In one embodiment of the present application, the second coupling mechanism 4 is set on the fourth gear 62, and the fourth gear 62 is connected to the second transmission shaft 60 through the second coupling mechanism 4. The power of the first driving source 1 can reach the second coupling mechanism 4 through the first transmission shaft 50, the third gear 61, and the fourth gear 62. When the rotation speed of the output shaft of the first driving source 1 is within the second preset range, the second coupling mechanism 4 is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the fourth gear 62, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0101] The second coupling mechanism 4 is configured to only allow power to be transmitted from the first transmission shaft 50 to the second transmission shaft 60, so as to avoid the power of the wheel end 2 or other structures of the power system 1000 being transmitted to the first transmission shaft 50 through the second transmission shaft 60 when the second coupling mechanism 4 is coupled, thereby causing damage to the first drive source 1.

[0102] The second coupling mechanism 4 may adopt a one-way clutch. When the second coupling mechanism 4 adopts a one-way clutch, the second coupling mechanism 4 includes a second one-way clutch 4a, which is arranged on the fourth gear 62. The fourth gear 62 is connected to the second transmission shaft 60 through the second one-way clutch 4a. The power of the first driving source 1 can reach the second one-way clutch 4a through the first transmission shaft 50, the third gear 61, and the fourth gear 62. When the rotation speed of the output shaft of the first driving source 1 is within the second preset range, the second one-way clutch 4a is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the fourth gear 62, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0103] The second coupling mechanism 4 may adopt a one-way centrifugal clutch. When the second coupling mechanism 4 adopts a one-way centrifugal clutch, the second coupling mechanism 4 includes a second one-way centrifugal clutch 4b, which is arranged on the fourth gear 62. The fourth gear 62 is connected to the second transmission shaft 60 through the second one-way centrifugal clutch 4b. The power of the first driving source 1 can reach the second one-way centrifugal clutch 4b through the first transmission shaft 50, the third gear 61, and the fourth gear 62. When the rotation speed of the output shaft of the first driving source 1 is within the second preset range, the second one-way centrifugal clutch 4b is coupled with the second transmission shaft 60, so that the power of the first driving source 1 can reach the second transmission shaft 60 through the fourth gear 62, and is transmitted to the wheel end 2 through the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0104] It can be understood that in addition to the one-way clutch and the one-way centrifugal clutch, in other possible implementations of the present application, the second coupling mechanism can also adopt other clutch devices that can rely on the centrifugal force of the driving source to achieve automatic coupling and automatic disconnection, and the present application does not impose any restrictions on this.

[0105] Please refer to Figure 5 In other possible implementations of the present application, the second coupling mechanism 4 may also be provided on the first transmission shaft 50, and the first transmission shaft 50 is clutch-connected with the third gear 61 through the second coupling mechanism 4. Under this connection structure, the power of the first driving source 1 can reach the second coupling mechanism 4 through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the second coupling mechanism 4 is coupled with the third gear 61, so that the power of the first driving source 1 can be transmitted to the third gear 61 through the first transmission shaft 50, and then transmitted to the wheel end 2 through the third gear 61, the fourth gear 62, and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0106] The second coupling mechanism 4 is configured to only allow power to be transmitted from the first transmission shaft 50 to the second transmission shaft 60, so as to avoid the power of the wheel end 2 or other structures of the power system 1000 being transmitted to the first transmission shaft 50 through the second transmission shaft 60 when the second coupling mechanism 4 is coupled, thereby causing damage to the first drive source 1.

[0107] The second coupling mechanism 4 may adopt a one-way clutch. When the second coupling mechanism 4 adopts a one-way clutch, the second coupling mechanism 4 includes a second one-way clutch 4a, which is arranged on the first transmission shaft 50. The first transmission shaft 50 is connected to the third gear 61 by the second coupling mechanism 4. The power of the first driving source 1 can reach the second one-way clutch 4a through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the second one-way clutch 4a is coupled with the third gear 61, so that the power of the first driving source 1 can be transmitted to the third gear 61 through the first transmission shaft 50, and then transmitted to the wheel end 2 through the third gear 61, the fourth gear 62 and the second transmission shaft 60, so as to drive the wheel end 2 to move.

[0108] The second coupling mechanism 4 may adopt a one-way centrifugal clutch. When the second coupling mechanism 4 adopts a one-way centrifugal clutch, the second coupling mechanism 4 includes a second one-way centrifugal clutch 4b, which is arranged on the first transmission shaft 50. The first transmission shaft 50 is connected to the third gear 61 through the second one-way centrifugal clutch 4b. The power of the first driving source 1 can reach the second one-way centrifugal clutch 4b through the first transmission shaft 50. When the rotation speed of the output shaft of the first driving source 1 reaches the first preset range, the second one-way centrifugal clutch 4b is coupled with the third gear 61, so that the power of the first driving source 1 can be transmitted to the third gear 61 through the first transmission shaft 50, and then transmitted to the wheel end 2 through the third gear 61, the fourth gear 62 and the second transmission shaft 60, thereby driving the wheel end 2 to move.

[0109] There are many ways to set the second coupling mechanism 4 and the first coupling mechanism 3. For example, the second coupling mechanism 4 can be set on the fourth gear 62, and the first coupling mechanism 3 can be set on the third gear 61. The second coupling mechanism 4 can also be set on the first transmission shaft 50, and the first coupling mechanism 3 can be set on the second gear 52. The second coupling mechanism 4 can also be set on the fourth transmission gear, and the first coupling mechanism 3 can be set on the first transmission shaft 50. This application does not limit this.

[0110] It can be understood that, compared with the second gear 52 and the fourth gear 62, the torque of the first transmission shaft 50 is directly derived from the first drive source 1 without being amplified by the gear set. Therefore, compared with the second gear 52 and the fourth gear 62, the torque of the first transmission shaft 50 is smaller. Based on this, in one embodiment of the present application, the first coupling mechanism 3 and the second coupling mechanism 4 are both arranged on the first transmission shaft 50, so as to reduce the force on the first coupling mechanism 3 and the second coupling mechanism 4 and extend the service life of the first coupling mechanism 3 and the second coupling mechanism 4.

[0111] It should be noted that the first preset range and the second preset range can be two adjacent ranges or two non-adjacent ranges. In one embodiment of the present application, the first preset range is set to A, and the second preset range is set to B. A and B satisfy the relationship: 0≤A≤20r / min, 20r / min<B<∞. In this way, when the vehicle is started, the power of the first drive source 1 can be transmitted to the wheel end 2 through the first gear set 5 of the high gear, thereby providing a greater torque for the rotation of the wheel end 2 and improving the vehicle starting speed. When the vehicle is in a high-speed motion state, the speed of the first drive source 1 exceeds, the first one-way centrifugal clutch 3b is disconnected from the first gear set 5, the second one-way centrifugal clutch 4b is coupled with the second gear set 6, and the power of the first drive source 1 is transmitted to the wheel end 2 through the second gear of the low gear, so as to reduce the output torque of the first drive source 1, improve the NVH performance of the whole vehicle, make the first drive source 1 work more in the high-efficiency range, reduce the energy consumption of the vehicle, and improve the economy of the vehicle.

[0112] It is understandable that in other possible implementations of the present application, the first preset range and the second preset range may also be two non-adjacent ranges, for example, A and B may also satisfy the relationship: 30r / min≤A≤50r / min, 80r / min<B<120r / min. The present application does not limit this.

[0113] Please refer to Figure 1 In order to realize the connection between the second transmission shaft 60 and the wheel end 2, the power system 1000 further includes a fifth gear 7 and a sixth gear 8 meshing with each other, the fifth gear 7 is fixed to the second transmission shaft 60, and the sixth gear 8 is used to connect with the wheel end 2. When the power of the first driving source 1 or other structures reaches the second transmission shaft 60, the power can reach the sixth gear 8 through the fifth gear 7, and be transmitted to the wheel end 2 through the sixth gear 8, thereby driving the wheel end 2 to move.

[0114] The sixth gear 8 can be directly or indirectly connected to the wheel end 2, and the present application does not limit this. In one embodiment of the present application, the sixth gear 8 is disposed on the differential 140, and the differential 140 is connected to the wheel end 2. The power of the second transmission shaft 60 can be transmitted to the differential 140 through the fifth gear 7 and the sixth gear 8, and the wheel end 2 is driven to rotate through the differential 140, thereby realizing the driving of the wheel end 2.

[0115] In other possible implementations of the present application, the sixth gear 8 can also be arranged on the transfer case, and the power of the second transmission shaft 60 can be transmitted to the transfer case through the fifth gear 7 and the sixth gear 8, and the wheel end 2 can be driven to rotate through the transfer case, which can also realize the driving of the wheel end 2.

[0116] The power system 1000 further includes a second driving source 120, a third transmission shaft 70, and a third gear 61 group. The second driving source 120 is in transmission connection with the third transmission shaft 70. The third gear 61 group is disposed on the third transmission shaft 70. The third gear 61 group is used to connect with the wheel end 2. The power of the second driving source 120 can be transmitted to the wheel end 2 through the third transmission shaft 70 and the third gear 61 group.

[0117] The second driving source 120 may be a motor or an engine. When the second driving source 120 is a motor, the second driving source 120 may be a synchronous motor or an asynchronous motor. When the second driving source 120 is an engine, the second driving source 120 may be a diesel engine or a gasoline engine, and this application does not limit this.

[0118] For example, in the present application, the second driving source 120 is an engine. Figure 6 and Figure 7 The second driving source 120 can be used as a redundant power source for the first driving source 1. When the first driving source 1 fails, the controller of the power system 1000 can control the second driving source 120 to output power to the wheel end 2, thereby ensuring that the vehicle can continue to move forward and improving the safety of vehicle driving.

[0119] On the other hand, please refer to Figure 8 and Fig. 9 , the second driving source 120 can also assist the first driving source 1 in driving the wheel end 2, thereby improving the vehicle power. Specifically, in one embodiment of the present application, the third gear 61 group includes a seventh gear 9 and an eighth gear 10, and the seventh gear 9 is meshed with the second gear group 6; the eighth gear 10 is meshed with the fourth gear 62. The power system 1000 also includes a clutch mechanism 90, and the clutch mechanism 90 can be a dual clutch, a synchronizer, or a one-way centrifugal clutch, and the present application does not limit this. The clutch mechanism 90 is fixed to the third transmission shaft 70, and the third transmission shaft 70 can be selectively connected to the seventh gear 9 or the eighth gear 10 through the clutch mechanism 90.

[0120] When the power of the first drive source 1 is transmitted along the first transmission path 150, the controller of the power system 1000 can control the clutch mechanism 90 to clutch the third transmission shaft 70 and the seventh gear 9, so that the power of the second drive source 120 can be transmitted to the seventh gear 9 through the third transmission shaft 70, and then transmitted to the second gear 52 by the seventh gear 9. In this way, the power of the first drive source 1 transmitted along the first transmission path 150 is assisted, thereby improving the maneuverability of the vehicle at high speed.

[0121] When the power of the first drive source 1 is transmitted along the second transmission path 160, the controller of the power system 1000 can control the clutch mechanism 90 to clutch the third transmission shaft 70 and the eighth gear 10, so that the power of the second drive source 120 can be transmitted to the eighth gear 10 through the third transmission shaft 70, and then transmitted to the fourth gear 62 by the eighth gear 10. In this way, the power of the second drive source 120 transmitted along the first transmission path 150 is assisted, thereby improving the maneuverability of the vehicle in low gear.

[0122] The power system 1000 further includes a first clutch 100, and the second drive source 120 is connected to the third transmission shaft 70 through the first clutch 100. When the second drive source 120 needs to participate in the vehicle power transmission, the first clutch 100 is connected to the third transmission shaft 70, so that the power of the second drive source 120 can be transmitted outward through the third transmission shaft 70. When the second drive source 120 does not need to participate in the vehicle power transmission, the first clutch 100 is disconnected from the third transmission shaft 70, thereby preventing other power from being transmitted from the third transmission shaft 70 to the second drive source 120, thereby protecting the safety of the second drive source 120.

[0123] Please refer to Fig.10 and Fig.11 The power system 1000 further includes a generator 130. In the power connection direction, the engine is connected to the battery of the vehicle. In terms of transmission connection, the generator 130 is transmission-connected to the second drive source 120. When the power battery of the vehicle is low on power, the second drive source 120 can output power to the engine, thereby driving the engine to generate electricity, thereby supplying power to the battery of the vehicle, thereby maintaining the normal use of the first drive source 1 or other electrical equipment of the vehicle.

[0124] In order to realize the connection between the second driving source 120 and the generator 130, the power system 1000 further includes a fourth transmission shaft 80, a ninth gear 20 and a tenth gear 30. The fourth transmission shaft 80 is transmission-connected with the generator 130, the ninth gear 20 is fixed to the third transmission shaft 70, and the tenth gear 30 is fixed to the fourth transmission shaft 80 and meshes with the ninth gear 20. The power of the second driving source 120 can reach the engine through the third transmission shaft 70, the ninth gear 20, the tenth gear 30 and the fourth transmission shaft 80, and then drive the engine to generate electricity, thereby maintaining the normal use of the first driving source 1 or other electrical equipment of the vehicle.

[0125] Please refer to Fig.12The power system 1000 further includes a second clutch 110 and an eleventh gear 40, which are used to realize kinetic energy recovery of the wheel end 2. Specifically, the second clutch 110 is fixed to the fourth transmission shaft 80, and the eleventh gear 40 is meshed with the fifth gear 7 and is connected to the fourth transmission shaft 80 through the second clutch 110. When the first driving source 1 and the second driving source 120 stop driving the wheel end 2, the second clutch 110 is disengaged from the eleventh gear 40. The power of the wheel end 2 can reach the engine through the sixth gear 8, the fifth gear 7, the eleventh gear 40, and the fourth transmission shaft 80, and drive the engine to generate electricity, so as to realize the recovery of the power of the wheel end 2 and improve the economic performance of the vehicle.

[0126] Hereinafter, the power mode of the power system 1000 provided in the present application will be described in detail with reference to the accompanying drawings.

[0127] Please refer to Figure 2 or Figure 4 In one embodiment of the present application, when the battery of the vehicle is fully charged and the power required for the vehicle to travel is small, the power system 1000 has a pure electric low-gear mode. In the pure electric low-gear mode, the first drive source 1 is configured as a motor, and the power of the motor is provided by the battery of the vehicle. The first coupling mechanism 3 is coupled to the second transmission shaft 60. The power of the first drive source 1 can reach the wheel end 2 via the first transmission shaft 50, the first gear 51, the second gear 52, the first coupling mechanism 3, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then, the pure electric low-gear drive of the vehicle is realized.

[0128] Please refer to Figure 3 or Figure 5 The power system 1000 also has a pure electric high-speed mode. In the pure electric high-speed mode, the first drive source 1 is set as a motor, and the power of the motor is provided by the battery of the vehicle. The transmission ratio of the second gear set 6 is lower than the transmission ratio of the first gear 51. The second coupling mechanism 4 is coupled to the second transmission shaft 60. The power of the first drive source 1 can reach the wheel end 2 via the first transmission shaft 50, the third gear 61, the fourth gear 62, the second coupling mechanism 4, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then, the pure electric high-speed drive of the vehicle is realized.

[0129] Please refer to Figure 6 and Figure 7 When the vehicle battery is low on power or the vehicle requires more power to travel, the power system 1000 can also be switched to an engine direct drive mode, which includes an engine low-gear direct drive mode and an engine high-gear direct drive mode.

[0130] Please refer to Figure 6In the engine low gear direct drive mode, the second drive source 120 is set as an engine, and the power of the second drive source 120 is provided by fuel. The clutch mechanism 90 acts on the seventh gear 9 and the third transmission shaft 70 to couple. The power of the second drive source 120 can reach the wheel end 2 via the third transmission shaft 70, the clutch mechanism 90, the seventh gear 9, the second gear 52, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then, the engine low gear direct drive of the vehicle is realized.

[0131] Please refer to Figure 7 In the engine high-speed direct drive mode, the second drive source 120 is set as an engine, and the power of the second drive source 120 is provided by fuel. The clutch mechanism 90 acts on the eighth gear 10 and the third transmission shaft 70 to couple. The transmission ratio of the eighth gear 10 to the fourth gear 62 is smaller than the transmission ratio of the seventh gear 9 to the second gear 52. The power of the second drive source 120 can reach the wheel end 2 via the third transmission shaft 70, the clutch mechanism 90, the eighth gear 10, the fourth gear 62, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then, the engine high-speed direct drive of the vehicle is realized.

[0132] Please refer to Figure 8 and Fig. 9 When the vehicle requires greater kinetic energy and the battery of the vehicle has sufficient power, the power system 1000 can also be switched to a hybrid mode, which includes a low-range hybrid mode and a high-range hybrid mode.

[0133] Please refer to Figure 8 In the low-gear hybrid mode, the first driving source 1 is configured as a motor, and the power of the motor is provided by the battery of the vehicle. The second driving source 120 is configured as an engine, and the power of the second driving source 120 is provided by fuel. The first coupling mechanism 3 is coupled with the second transmission shaft 60. The clutch mechanism 90 acts on the seventh gear 9 and the third transmission shaft 70 to couple. In the direction of the first driving source 1, the power of the first driving source 1 reaches the wheel end 2 via the first transmission shaft 50, the first coupling mechanism 3, the first gear 51, the second gear 52, the first coupling mechanism 3, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (which may not be passed). Then, the low-gear drive of the vehicle is realized. In the direction of the second driving source 120, the power of the second driving source 120 reaches the wheel end 2 via the third transmission shaft 70, the seventh gear 9, the second gear 52, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (which may not be passed). Thus, low-speed hybrid driving of the wheel end 2 by the first driving source 1 and the second driving source 120 is achieved, thereby improving the power of the vehicle.

[0134] Please refer to Fig. 9In the high-end hybrid mode, the first driving source 1 is configured as a motor, and the power of the motor is provided by the battery of the vehicle. The second driving source 120 is configured as an engine, and the power of the second driving source 120 is provided by fuel. The first coupling mechanism 3 is coupled with the second transmission shaft 60. The clutch mechanism 90 acts on the eighth gear 10 and the third transmission shaft 70 to couple. In the direction of the first driving source 1, the power of the first driving source 1 reaches the wheel end 2 via the first transmission shaft 50, the second coupling mechanism 4, the third gear 61, the fourth gear 62, the second coupling mechanism 4, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (which may not be passed). The power of the second driving source 120 can reach the wheel end 2 via the third transmission shaft 70, the eighth gear 10, the fourth gear 62, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (which may not be passed). Thereby, the high-end hybrid drive of the wheel end 2 by the first driving source 1 and the second driving source 120 is realized, and the vehicle power is improved.

[0135] Please refer to Fig.10 and Fig.11 When the battery power of the vehicle is insufficient, the power system 1000 can enter the series mode, which includes a high-speed series mode and a low-speed series mode.

[0136] Please refer to Fig.10 In the low-speed series mode, the first driving source 1 is configured as a motor, and the power of the first driving source 1 is provided by the battery of the vehicle. The second driving source 120 is configured as an engine, and the power of the second driving source 120 is provided by fuel. The first coupling mechanism 3 is coupled with the second transmission shaft 60. In the direction of the second driving source 120, the power of the second driving source 120 reaches the generator 130 via the third transmission shaft 70, the ninth gear 20, the tenth gear 30, and the fourth transmission shaft 80, and then drives the generator 130 to charge the battery. In the direction of the first driving source 1, the power of the first driving source 1 can reach the wheel end 2 via the first transmission shaft 50, the first gear 51, the second gear 52, the first coupling mechanism 3, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then, the low-speed drive of the vehicle is realized.

[0137] Please refer to Fig.11In the high-speed series mode, the first drive source 1 is configured as a motor, and the power of the motor is provided by the battery of the vehicle. The second drive source 120 is configured as an engine, and the power of the second drive source 120 is provided by fuel. The first coupling mechanism 3 is coupled with the second transmission shaft 60. In the direction of the second drive source 120, the power of the second drive source 120 reaches the generator 130 via the third transmission shaft 70, the ninth gear 20, the tenth gear 30, and the fourth transmission shaft 80, and then drives the generator 130 to charge the battery. In the direction of the first drive source 1, the power of the first drive source 1 can reach the wheel end 2 via the first transmission shaft 50, the third gear 61, the fourth gear 62, the second coupling mechanism 4, the second transmission shaft 60, the fifth gear 7, the sixth gear 8, and the differential 140 (or not). Then realize the pure electric high-speed drive of the vehicle.

[0138] Please refer to Fig.12 The power system 1000 also has a power recovery mode. In the power recovery mode, the first driving source 1 and the second driving source 120 stop driving, and the power of the wheel end 2 can reach the generator 130 via the differential 140 (or not), the sixth gear 8, the fifth gear 7, the eleventh gear 40, and the fourth transmission shaft 80, and then drive the generator 130 to generate electricity for the vehicle battery, thereby realizing power recovery of the end wheels.

[0139] Please refer to Fig.13 The power system 1000 also has a reverse gear mode. In the reverse gear mode, the second drive source 120 is configured as an engine, and the power of the second drive source 120 is provided by fuel. The second drive source 120 is reversed (i.e., in this mode, the rotation direction of the output shaft of the second drive source 120 is opposite to the rotation direction of other modes), and the second clutch 110 is disengaged from the eleventh gear 40. The power of the second drive source 120 can reach the wheel end 2 through the third transmission shaft 70, the ninth gear 20, the tenth gear 30, the fourth transmission shaft 80, the second clutch 110, the eleventh gear 40, the fifth gear 7, the sixth gear 8, and the differential 140 (or not through), thereby achieving the reversal of the wheel end 2 and reversing.

[0140] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside" and "outside" are based on the orientation or positional relationship described in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0141] What is disclosed above is only a preferred embodiment of the present application, and it certainly cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of implementing the above embodiment and equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. A power system, characterized in that: The power system includes a first drive source, a first transmission path, and a second transmission path; The first transmission path is used to be arranged between the first driving source and the wheel end, and the first transmission path includes a first coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a first preset range, the first coupling mechanism is coupled, and the power of the first driving source can be transmitted to the wheel end along the first transmission path; The second transmission path is used to be arranged between the first driving source and the wheel end. The second transmission path includes a second coupling mechanism. When the rotation speed of the output shaft of the first driving source reaches a second preset range, the second coupling mechanism couples, and the power of the first driving source can be transmitted to the wheel end along the second transmission path.

2. The power system according to claim 1, characterized in that: The transmission ratios of the first transmission path and the second transmission path are set to be different.

3. The power system according to claim 2, characterized in that: The power system also includes a first transmission shaft and a second transmission shaft; The first transmission shaft is connected to the first driving source, and the second transmission shaft is used for transmission connection with the wheel end; The first transmission path further includes a first gear set, the first gear set includes a first gear and a second gear meshing with each other, the first gear is connected to the first transmission shaft, the second gear is connected to the second transmission shaft, the first coupling mechanism includes a first one-way clutch, and the first one-way clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft; The second transmission path also includes a second gear set, the second gear set includes a third gear and a fourth gear that are meshed with each other, the third gear is connected to the first transmission shaft, and the fourth gear is connected to the second transmission shaft. The second coupling mechanism includes a second one-way clutch, and the second one-way clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft.

4. The power system according to claim 2, characterized in that: The power system also includes a first transmission shaft and a second transmission shaft; The first transmission shaft is connected to the first driving source, and the second transmission shaft is used for transmission connection with the wheel end; The first transmission path further includes a first gear set, the first gear set includes a first gear and a second gear meshing with each other, the first gear is connected to the first transmission shaft, the second gear is connected to the second transmission shaft, the first coupling mechanism includes a first one-way centrifugal clutch, and the first one-way centrifugal clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft; The second transmission path also includes a second gear set, the second gear set includes a third gear and a fourth gear that are meshed with each other, the third gear is connected to the first transmission shaft, and the fourth gear is connected to the second transmission shaft. The second coupling mechanism includes a second one-way centrifugal clutch, and the second one-way centrifugal clutch is configured to only allow power to be transmitted from the first transmission shaft to the second transmission shaft.

5. The power system according to any one of claims 3 or 4, characterized in that: The first coupling mechanism is provided on the first transmission shaft, and the first transmission shaft is connected to the first gear by the first coupling mechanism; the second coupling mechanism is provided on the first transmission shaft, and the first transmission shaft is connected to the third gear by the first coupling mechanism; or The first coupling mechanism is provided on the second gear, and the second gear is clutched and connected to the second transmission shaft through the first coupling mechanism; the second coupling mechanism is provided on the fourth gear, and the fourth gear is clutched and connected to the second transmission shaft through the second coupling mechanism.

6. The power system according to claim 5, characterized in that: The power system further includes a fifth gear and a sixth gear meshing with each other; The fifth gear is fixed to the second transmission shaft, and the sixth gear is used to connect with the wheel end.

7. The power system according to claim 6, characterized in that: The power system further includes a second driving source, a third transmission shaft and a third gear set, wherein the second driving source is drivingly connected to the third transmission shaft; The third gear set is arranged on the third transmission shaft, and the third gear set is used to be connected with the wheel end.

8. The power system according to claim 7, characterized in that: The third gear set includes a seventh gear and an eighth gear, the seventh gear is meshed with the second gear set; the eighth gear is meshed with the fourth gear; The power system further includes a clutch mechanism, which is fixed to the third transmission shaft. The third transmission shaft can be selectively connected to the seventh gear or the eighth gear through the clutch mechanism.

9. The power system according to claim 8, characterized in that: The power system further includes a first clutch, and the second driving source is transmission-connected to the third transmission shaft via the first clutch.

10. The power system according to claim 7, characterized in that: The power system further includes a generator, which is transmission-connected to the second driving source, and the second driving source is an engine.

11. The power system according to claim 10, characterized in that: The power system further includes a fourth transmission shaft, a ninth gear and a tenth gear; The fourth transmission shaft is transmission-connected to the generator; The ninth gear is fixed to the third transmission shaft; The tenth gear is fixed to the fourth transmission shaft and meshes with the ninth gear.

12. The power system according to claim 11, characterized in that: The power system further includes a second clutch and an eleventh gear, wherein the second clutch is fixed to the fourth transmission shaft; The eleventh gear is meshed with the fifth gear and is transmission-connected to the fourth transmission shaft via the second clutch.

13. A vehicle, characterized in that: Comprising a power system as described in any one of claims 1 to 12.

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