Power system of vehicle, control method of power system and vehicle

Abstract

The present invention provides a power system of a vehicle, a control method of the power system, and a vehicle, wherein the power system of the vehicle comprises: a differential; a first planetary gear mechanism, wherein the first planetary gear mechanism has a first transmission end, a second transmission end, and a third transmission end; a second planetary gear mechanism, wherein the second planetary gear mechanism has a fourth transmission end, a fifth transmission end, and a sixth transmission end; an engine and a first motor, wherein the engine is transmission-connected to the first transmission end, and the second transmission end is transmission-connected to the first motor; and a second motor, wherein the second motor is transmission-connected to the sixth transmission end. Thus, through the cooperation of the first planetary gear mechanism, the second planetary gear mechanism, the engine, the first motor, and the second motor, compared with the prior art, the power system can realize different driving function requirements of the vehicle under different driving conditions, can reduce the energy consumption and emissions of the whole vehicle, and can also improve the driving experience.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a power system of a vehicle, a control method of the power system, and a vehicle. Background Art

[0002] In the related technology, the power system of existing vehicles is relatively large in size and has a large axial dimension, which will occupy a large layout space in the width direction of the vehicle. In addition, under different driving conditions, the existing power system cannot meet the driving function requirements of different driving conditions, which increases the energy consumption and emissions of the vehicle and affects the driving experience. Summary of the invention

[0003] In view of this, the present invention aims to propose a vehicle power system that can solve the problem that the existing power system cannot meet the driving function requirements of different driving conditions, solve the problem of high energy consumption and emissions of the whole vehicle, and solve the problem of poor vehicle driving experience.

[0004] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0005] A power system of a vehicle, comprising: a differential; a first planetary gear mechanism, the first planetary gear mechanism having a first transmission end, a second transmission end and a third transmission end; a second planetary gear mechanism, the second planetary gear mechanism having a fourth transmission end, a fifth transmission end and a sixth transmission end; an engine and a first motor, the engine being transmission-connected to the first transmission end, the second transmission end being transmission-connected to the first motor, the fourth transmission end being transmission-connected to the third transmission end and the differential, the first transmission end being meshed with a transition gear, the transition gear being selectively transmission-connected to the fifth transmission end and the fifth transmission end being selectively locked; a second motor, the second motor being transmission-connected to the sixth transmission end.

[0006] In some embodiments of the present invention, the first planetary gear mechanism includes: a first ring gear, a first planetary gear, a first sun gear and a first planet carrier, the first planetary gear is meshed between the first ring gear and the first sun gear, and the first planet carrier is connected to the first planetary gear, wherein the first ring gear is configured as a first transmission end, the first sun gear is configured as a second transmission end, and the first planet carrier is configured as a third transmission end.

[0007] In some embodiments of the present invention, the first sun gear is connected to a first shaft, and the first shaft is drivingly connected to a first output shaft of the first motor.

[0008] In some embodiments of the present invention, the first shaft is provided with a first gear, and the first output shaft is provided with a second gear meshing with the first gear.

[0009] In some embodiments of the present invention, the first shaft and the first output shaft are arranged in parallel and staggered.

[0010] In some embodiments of the present invention, the first shaft is coaxially arranged with the first output shaft.

[0011] In some embodiments of the present invention, the first planetary carrier is provided with a first hollow shaft, the first planetary carrier and the first hollow shaft are both sleeved on the first shaft, and the first hollow shaft is coaxially arranged with the first shaft; the first hollow shaft is provided with a third gear, and the third gear is meshed with the fourth transmission end for transmission.

[0012] In some embodiments of the present invention, the engine has a second output shaft, and the second output shaft is drivingly connected to the first ring gear.

[0013] In some embodiments of the present invention, the second planetary gear mechanism includes: a second ring gear, a second planetary gear, a second sun gear and a second planet carrier, the second planetary gear is meshed between the second ring gear and the second sun gear, and the second planet carrier is connected to the second planetary gear, wherein the second ring gear is configured as the fourth transmission end, the second sun gear is configured as the sixth transmission end, and the second planet carrier is configured as the fifth transmission end.

[0014] In some embodiments of the present invention, the power system of the vehicle also includes: a first splitting and coupling component and a locking mechanism, the second planetary carrier is provided with a second shaft, the first splitting and coupling component is connected between the second shaft and the transition gear and selectively engages the second shaft and the transition gear; the locking mechanism selectively locks the second shaft.

[0015] In some embodiments of the present invention, the second motor is provided with a third output shaft, and the third output shaft is drivingly connected to the second sun gear.

[0016] In some embodiments of the present invention, the second sun gear is connected to a third shaft, the third shaft is provided with a seventh gear, and the third output shaft is provided with an eighth gear meshing with the seventh gear; the third shaft and the third output shaft are parallel and staggered.

[0017] In some embodiments of the present invention, the second ring gear is provided with a second hollow shaft, the second ring gear and the second hollow shaft are both sleeved on the second shaft, and the second hollow shaft is coaxially arranged with the second shaft; or the second ring gear and the second hollow shaft are both sleeved on the third output shaft, and the second hollow shaft is coaxially arranged with the third output shaft.

[0018] In some embodiments of the present invention, the second ring gear is meshed with an input gear of the differential.

[0019] Compared with the prior art, the power system of the vehicle of the present invention has the following advantages:

[0020] According to the power system of the vehicle of the present invention, through the cooperation of the first planetary gear mechanism, the second planetary gear mechanism, the engine, the first motor and the second motor, compared with the prior art, the power system can realize the different driving function requirements of the vehicle under different driving conditions, can reduce the energy consumption and emissions of the whole vehicle, and can also improve the driving experience.

[0021] Another object of the present invention is to provide a control method for a power system.

[0022] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0023] A control method for a power system, wherein the power system is the power system of the above-mentioned vehicle, and the control method comprises: receiving a mode switching instruction; controlling the opening and closing of the first separation and combination component and the locking mechanism according to the mode switching instruction, so that the vehicle switches to a corresponding working mode.

[0024] The control method of the power system has the same advantages as the power system of the above-mentioned vehicle over the prior art, and will not be repeated here.

[0025] Another object of the present invention is to provide a vehicle.

[0026] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0027] A vehicle comprises the power system of the vehicle mentioned above.

[0028] The advantages of the power system of the vehicle described are the same as those of the above-mentioned vehicle over the prior art, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0030] Figure 1 A schematic diagram of a first embodiment of a power system according to an embodiment of the present invention;

[0031] Figure 2 A schematic diagram of a second embodiment of a power system according to an embodiment of the present invention;

[0032] Figure 3 A schematic diagram of a third embodiment of the power system according to an embodiment of the present invention;

[0033] Figure 4 A schematic diagram of a fourth embodiment of a power system according to an embodiment of the present invention;

[0034] Figure 5 A schematic diagram of a fifth embodiment of the power system according to an embodiment of the present invention;

[0035] Figure 6 A schematic diagram of the functional principle of a power system according to an embodiment of the present invention;

[0036] Figure 7 A schematic diagram of working ranges of multiple working modes of a power system according to an embodiment of the present invention;

[0037] Figure 8 It is a schematic diagram of the principle of a first pure electric driving mode of the power system according to an embodiment of the present invention;

[0038] Fig. 9 It is a schematic diagram of the principle of the second pure electric driving mode of the power system according to an embodiment of the present invention;

[0039] Fig.10 It is a schematic diagram of the principle of a first stepless speed regulation series-parallel hybrid driving mode of the power system according to an embodiment of the present invention;

[0040] Fig.11 A schematic diagram of the working range of a first stepless speed regulation series-parallel hybrid driving mode and a first engine direct driving mode of the power system according to an embodiment of the present invention;

[0041] Fig.12 It is a schematic diagram of the principle of the second stepless speed regulation series-parallel hybrid driving mode of the power system according to an embodiment of the present invention;

[0042] Fig.13 It is a schematic diagram of the working range of the second stepless speed regulation series-parallel hybrid driving mode and the second engine direct driving mode of the power system according to an embodiment of the present invention.

[0043] Description of reference numerals:

[0044] Power system 1;

[0045] Differential 2; Input gear 21;

[0046] first planetary gear mechanism 3; first ring gear 31; first planetary gear 32; first sun gear 33; first planet carrier 34; first shaft 35; first gear 36; first hollow shaft 37; third gear 38;

[0047] The second planetary gear mechanism 4; the second ring gear 41; the second planetary gear 42; the second sun gear 43; the second planetary carrier 44; the second shaft 45; the second hollow shaft 46;

[0048] Engine 5; second output shaft 51; transition gear 52;

[0049] First motor 6; first output shaft 61; second gear 62;

[0050] Second motor 7; third output shaft 71;

[0051] First splitting and closing assembly 8; locking mechanism 9;

[0052] The third shaft 10 ; the seventh gear 101 ; the eighth gear 102 . DETAILED DESCRIPTION

[0053] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0054] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0055] like Figure 1-Figure 13 As shown, according to the power system 1 of the vehicle of the embodiment of the present invention, the power system 1 is arranged in the vehicle. The power system 1 includes: a differential 2, a first planetary gear mechanism 3, a second planetary gear mechanism 4, an engine 5, a first motor 6 and a second motor 7. The first planetary gear mechanism 3 has a first transmission end, a second transmission end and a third transmission end, and the second planetary gear mechanism 4 has a fourth transmission end, a fifth transmission end and a sixth transmission end. The engine 5 is transmission-connected to the first transmission end, the second transmission end is transmission-connected to the first motor 6, the fourth transmission end is transmission-connected to the third transmission end and the differential 2, the first transmission end is meshed with a transition gear 52, the transition gear 52 is selectively transmission-connected to the fifth transmission end and the fifth transmission end is selectively locked, and the second motor 7 is transmission-connected to the sixth transmission end.

[0056] Among them, during the driving process of the vehicle, the first transmission end is meshed with a transition gear 52, the transition gear 52 is selectively connected to the fifth transmission end and the fifth transmission end is selectively locked, so that the power system 1 can have six working modes, and the six working modes can include the first pure electric drive mode (EV1 mode), the second pure electric drive mode (EV2 mode), the first stepless speed regulation hybrid drive mode (eCVT1 mode), the first engine direct drive mode (FG1 mode), the second stepless speed regulation hybrid drive mode (eCVT2 mode) and the second engine direct drive mode (FG2 mode). In different working modes, the working conditions of the engine 5, the first motor 6 and the second motor 7 are different. Multiple working modes can match different driving conditions of the vehicle. The vehicle travels under different driving conditions. Such a setting can realize different driving function requirements of the vehicle under different driving conditions, save fuel, and thus reduce the energy consumption and emissions of the whole vehicle. Moreover, by matching different driving conditions of the vehicle through multiple working modes, the power performance of the vehicle can be guaranteed, and the driving experience of the vehicle can be improved.

[0057] It should be noted that when the second motor 7 is in operation, the second motor 7 can generate power, which is transmitted to the differential 2 after passing through the second planetary gear mechanism 4, and the power is output to the semi-axial wheels of the differential 2. When the first motor 6 is in operation, the first motor 6 can output power, which can be transmitted to the second planetary gear mechanism 4 along the first planetary gear mechanism 3, and then the power of the first motor 6 is transmitted to the differential 2 through the second planetary gear mechanism 4. When the engine 5 is in operation and the transition gear 52 is not connected to the fifth transmission end, the engine 5 can output power, and a part of the output power of the engine 5 is transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, and then transmitted to the differential 2 by the second planetary gear mechanism 4, and the other part of the power is transmitted to the first motor 6 through the first planetary gear mechanism 3. When the transition gear 52 is in driving connection with the fifth transmission end and the fifth transmission end is unlocked, part of the power generated by the engine 5 can be transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, part of the power can be directly transmitted to the second planetary gear mechanism 4, and then the power is transmitted to the differential 2 through the second planetary gear mechanism 4, and part of the power is transmitted to the first motor 6 through the first planetary gear mechanism 3. Through the free combination of one or two or more of the engine 5, the first motor 6 and the second motor 7, the power system 1 can output power of different powers to the outside in different working modes, and the power transmission efficiency of the power system 1 is higher. The power system 1 of the present application can realize efficient fuel saving of the vehicle under urban conditions, and can also realize efficient direct drive of the engine 5 under high-speed conditions, thereby reducing the energy consumption of the vehicle.

[0058] The six working modes of the power system 1 are introduced below.

[0059] First pure electric driving mode (EV1 mode): In the first pure electric driving mode, the power system 1 has the transition gear 52 meshing with the first transmission end, the transition gear 52 not being in transmission connection with the fifth transmission end and the fifth transmission end being locked, the second motor 7 being in working state, the engine 5 and the first motor 6 being in non-working state, at which time the second motor 7 can output power to the second planetary gear mechanism 4 through the sixth transmission end of the second planetary gear mechanism 4, transmit the power to the housing of the differential 2 through the fourth transmission end, and finally transmit the power to the wheels to drive the vehicle, and part of the power can also be transmitted to the third transmission end through the fourth transmission end, part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the first motor 6 through the second transmission end, so that the first motor 6 is in a follow-up state, and another part of the power transmitted to the first planetary gear mechanism 3 is transmitted to the engine 5 through the first transmission end, and the engine 5 is kept in a stopped state due to the large damping torque of the engine 5 itself. When the vehicle is in the EV1 mode, the second motor 7 is driven by pure electric power alone, which is suitable for the medium and low load conditions of the vehicle.

[0060] The second pure electric drive mode (EV2 mode): the engine 5 is in an off-state, and the transition gear 52 is in transmission connection with the fifth transmission end and the fifth transmission end is locked, so the first transmission end is also locked, and the first motor 6 and / or the second motor 7 are driven purely electrically, which can also be understood as the first motor 6 and / or the second motor 7 are in a working state, for example: the first motor 6 and the second motor 7 are both in a working state, in this working mode, the power generated by the second motor 7 can be transmitted to the sixth drive end, the fifth drive end is in a locked state, and the sixth drive end can transmit the power to the differential 2 through the fourth drive end, the power generated by the first motor 6 can be transmitted to the fourth drive end through the second drive end and the third drive end in sequence, and the power generated by the first motor 6 can be transmitted to the differential 2 through the fourth drive end, so that the first motor 6 and / or the second motor 7 can drive the vehicle to travel, and the second pure electric drive mode can adapt to the light load or heavy load driving conditions of the vehicle in the pure electric drive mode, and the power system 1 can effectively reduce the heat loss of the vehicle under the conditions of stationary slope or low speed climbing in the second pure electric drive mode.

[0061] The first stepless speed regulation hybrid drive mode (eCVT1 mode): the transition gear 52 is not connected to the fifth transmission end and the fifth transmission end is locked, the first motor 6 speed regulation power diversion, the engine 5 and the second motor 7 drive together. Compared with the first pure electric drive mode, the power system 1 can smoothly change from the first pure electric drive mode to the first stepless speed regulation hybrid drive mode. The first motor 6 can adjust the speed of the power diversion, the power generated by the engine 5 is transmitted to the first planetary gear mechanism 3 through the first transmission end, and then a part of the power is transmitted to the second planetary gear mechanism 4 through the third transmission end, and the power is then transmitted to the differential 2 by the fourth transmission end, and the other part of the power is transmitted to the first motor 6 through the second transmission end and converted into electrical energy and stored in the power battery. The eCVT1 mode can keep the engine 5 at the best working efficiency at all times and reduce the energy consumption of the vehicle. The first stepless speed regulation hybrid drive mode is mainly used in the medium and high load areas with low usage frequency above the 2nd gear line.

[0062] The first engine direct drive mode (FG1 mode) is based on the first stepless speed regulation hybrid drive mode. The first motor 6 is adjusted to zero speed and the first motor 6 is locked, so that the first motor 6 will not divert the power of the engine 5. At this time, the power generated by the engine 5 can be transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3, and the power is transmitted to the differential 2 through the fourth transmission end to be output to the wheels. At this time, the power transmission efficiency of the engine 5 is the highest. Therefore, the first engine direct drive mode is more suitable for coping with the vehicle's medium and low speed and medium and high continuous steady-state load driving conditions.

[0063] Second stepless speed regulation hybrid driving mode (eCVT2 mode): the transition gear 52 is connected to the fifth transmission end and the fifth transmission end is not locked, so the first transmission end can be connected to the fifth transmission end through the transition gear 52. The first motor 6 or the second motor 7 can be used as a speed regulation power shunt motor alone, but the first motor 6 and the second motor 7 must not be operated in the speed regulation power shunt mode at the same time, otherwise the lever balance mechanism formed by the combination of the two planetary gear mechanisms will be broken. The engine 5 and the first motor 6 are driven together. When the power system 1 is in the second stepless speed regulation hybrid driving mode, one of the first motor 6 or the second motor 7 can be used as a speed regulation power shunt motor, and the engine 5, the first motor 6 and the second motor 7 work simultaneously through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize the compound power shunt stepless speed regulation hybrid, and the power is finally input to the differential 2 through the second planetary gear mechanism 4, and the final power can drive the vehicle to travel. The second stepless speed regulation hybrid driving mode is suitable for the low-load to medium-load power requirements of the vehicle in the range of low speed to high speed.

[0064] Second engine direct drive mode (FG2 mode): the transition gear 52 is connected to the fifth transmission end and the fifth transmission end is not locked, so the first transmission end can be connected to the fifth transmission end through the transition gear 52. The second engine direct drive mode is based on the second stepless speed regulation hybrid drive mode, and the first motor 6 or the second motor 7 is adjusted to zero speed, so that the second stepless speed regulation hybrid drive mode can have two mechanical control points. When the engine 5 works at the two mechanical control points, the power output by the engine 5 can be transmitted to the differential 2 through the first planetary gear mechanism 3 and the second planetary gear mechanism 4, and output to the wheels through the differential 2. The engine 5 will be directly driven independently at the two mechanical control points or hybridized in parallel with the non-speed regulation shunt motor. The second engine direct drive mode is more suitable for the vehicle's continuous steady-state driving conditions at medium to high speeds.

[0065] Therefore, through the cooperation of the first planetary gear mechanism 3, the second planetary gear mechanism 4, the engine 5, the first motor 6 and the second motor 7, compared with the prior art, the power system 1 can realize the different driving function requirements of the vehicle under different driving conditions, which can reduce the energy consumption and emissions of the whole vehicle and improve the driving experience.

[0066] In some embodiments of the present invention, Figure 1-Figure 5 As shown, the first planetary gear mechanism 3 may include: a first ring gear 31, a first planetary gear 32, a first sun gear 33 and a first planet carrier 34, wherein the first planetary gear 32 is meshed between the first ring gear 31 and the first sun gear 33, and the first planet carrier 34 is connected to the first planetary gear 32, wherein the first ring gear 31 is configured as a first transmission end, the first sun gear 33 is configured as a second transmission end, and the first planet carrier 34 is configured as a third transmission end. It should be noted that the first ring gear 31 may have an outer meshing portion and an inner meshing portion, wherein the inner meshing portion of the first ring gear 31 may enable the first ring gear 31 to rotate with the rotation of the first planetary gear 32, the first ring gear 31 may rotate with the rotation of the engine 5, and the outer meshing portion of the first ring gear 31 may enable the first ring gear 31 to rotate with the rotation of the transition gear 52, so that the first ring gear 31 can transmit power between the first planetary gear mechanism 3, the engine 5 and the transition gear 52. The first planet carrier 34 can be connected to the first planetary gear 32. By providing the first planet carrier 34, power can be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4 through the first planet carrier 34. The first sun gear 33 can be configured as a second transmission end, and the first sun gear 33 can transmit power between the first motor 6 and the first planetary gear mechanism 33.

[0067] In some embodiments of the present invention, Figure 1-Figure 5As shown, the first sun gear 33 can be connected to the first shaft 35, and the first shaft 35 can be transmission-connected to the first output shaft 61 of the first motor 6, wherein power can be transmitted between the first output shaft 61 and the first shaft 35, thereby enabling power to be transmitted between the first motor 6 and the first planetary gear mechanism 3.

[0068] In some embodiments of the present invention, Figure 1 , Figure 2 as well as Figure 5 As shown, the first shaft 35 may be provided with a first gear 36, and the first output shaft 61 may be provided with a second gear 62 meshing with the first gear 36. Through the meshing of the first gear 36 and the second gear 62, the power generated by the first motor 6 can be transmitted to the first planetary gear mechanism 3, and the power on the first planetary gear mechanism 3 can also be transmitted to the first output shaft 61. The first gear 36 has more teeth than the second gear 62. In this way, when the power is transmitted from the first motor 6 to the first planetary gear mechanism 3, the torque can be increased by reducing speed, so that the first motor 6 can assist the vehicle in driving, which can effectively reduce the heat loss of the vehicle under the condition of parking or low-speed climbing.

[0069] In some embodiments of the present invention, Figure 1 , Figure 2 as well as Figure 5 As shown, the first shaft 35 and the first output shaft 61 are arranged in parallel and staggered. The first shaft 35 and the first output shaft 61 are arranged in parallel, and the first shaft 35 and the first output shaft 61 are not arranged in the same axis, and the first shaft 35 and the first output shaft 61 are staggered. Figure 1 In the up-down direction, the projection of the first shaft 35 and the projection of the first output shaft 61 have an overlapping area. Such a setting can reduce the axial size of the power system 1. The axial direction of the power system 1 refers to Figure 1 In the left and right directions, the volume of the power system 1 can be reduced. Compared with the prior art, the power system 1 can be more compact, which makes it easier to arrange the power system 1 on the vehicle.

[0070] In some embodiments of the present invention, Figure 3 and Figure 4 As shown, the first shaft 35 is coaxially arranged with the first output shaft 61. It should be noted that the first shaft 35 and the first output shaft 61 can be set as the same shaft, that is, the first shaft 35 and the first output shaft 61 are integrated together. The coaxial arrangement of the first shaft 35 and the first output shaft 61 can reduce the width dimension of the power system 1. The width dimension of the power system 1 refers to Figure 1 In the up-down direction, the first shaft 35 and the first output shaft 61 are coaxially arranged to reduce the axial size of the power system 1. The axial size of the power system 1 refers to Figure 1The left and right directions in the vehicle can reduce the installation space requirement of the power system 1 installed on the vehicle. The coaxial arrangement of the first shaft 35 and the first output shaft 61 can reduce the power loss between the first shaft 35 and the first output shaft 61, thereby making the power transmission efficiency of the power system 1 higher and the vehicle more energy-efficient.

[0071] In some embodiments of the present invention, Figure 1-Figure 5 As shown, the first planetary carrier 34 may be provided with a first hollow shaft 37, and the first planetary carrier 34 and the first hollow shaft 37 may be sleeved on the first shaft 35, and the first hollow shaft 37 and the first shaft 35 may be coaxially arranged, and the first hollow shaft 37 may be provided with a third gear 38, and the third gear 38 and the fourth transmission end may be meshed for transmission. Such an arrangement can ensure that the first planetary carrier 34, the first hollow shaft 37 and the first shaft 35 are coaxial, so that when the power is transmitted on the first planetary gear mechanism 3, the coaxial first planetary carrier 34, the first planetary gear 32, the first hollow shaft 37 and the first shaft 35 can reduce the wear of the first planetary gear mechanism 3, thereby increasing the service life of the power system 1. By providing the third gear 38 on the first hollow shaft 37, the third gear 38 and the fourth transmission end may be meshed for transmission, and the third gear 38 can transmit power between the first planetary gear mechanism 3 and the second planetary gear mechanism 4, so that the power generated by the first motor 6, the second motor 7 and the engine 5 can be output to the differential 2.

[0072] In some embodiments of the present invention, Figure 1-Figure 5 As shown, the engine 5 may have a second output shaft 51, and the second output shaft 51 is drivingly connected to the first ring gear 31. The second output shaft 51 may be directly connected to the first ring gear 31, and the second output shaft 51 is coaxially arranged with the first shaft 35, that is, the first shaft 35 and the second output shaft 51 are on the same axis, so that the wear of the first planetary gear mechanism 3 can be reduced. When the engine 5 is in a working state, the second output shaft 51 is directly connected to the first ring gear 31, which can also reduce the vibration and noise of the second output shaft 51, thereby improving the working stability of the power system 1. By setting the second output shaft 51, the power generated by the engine 5 can be output to the first planetary gear mechanism 3, and the power of the engine 5 can be transmitted to the second planetary gear mechanism 4 through the first ring gear 31 and the first planet carrier 34 in sequence, and the power can be output to the differential 2 through the second planetary gear mechanism 4.

[0073] In some embodiments of the present invention, Figure 1-Figure 5As shown, the second planetary gear mechanism 4 may include: a second ring gear 41, a second planetary gear 42, a second sun gear 43, and a second planet carrier 44, wherein the second planetary gear 42 may be meshed between the second ring gear 41 and the second sun gear 43, and the second planet carrier 44 is connected to the second planetary gear 42, wherein the second ring gear 41 may be configured as a fourth transmission end, the second sun gear 43 may be configured as a sixth transmission end, and the second planet carrier 44 may be configured as a fifth transmission end. It should be noted that the second ring gear 41 may be configured to have an external meshing portion and an internal meshing portion, wherein the internal meshing portion of the second ring gear 41 may enable the second ring gear 41 to rotate with the rotation of the second planetary gear 42, and the external meshing portion of the second ring gear 41 may be meshed and connected with the third gear 38, so that power can be transmitted between the first planetary gear mechanism 3 and the second planetary gear mechanism 4. The second planetary carrier 44 can be connected to the second planetary gear 42. By providing the second planetary carrier 44, the power transmitted to the second planetary gear 42 can be transmitted to the second planetary carrier 44, thereby avoiding excessive power from causing wear of the second planetary gear 42, thereby increasing the service life of the power system 1. The first sun gear 33 can be configured as a sixth transmission end, and the first sun gear 33 can transmit power between the second motor 7 and the second planetary gear mechanism 4.

[0074] In some embodiments of the present invention, Figure 1-Figure 5As shown, the power system 1 may further include: a first separation component 8 and a locking mechanism 9, both of which may be controlled by a controller. The second planetary carrier 44 may be provided with a second shaft 45, the first separation component 8 may be connected between the second shaft 45 and the transition gear 52 and selectively engage the second shaft 45 and the transition gear 52, and the locking mechanism 9 selectively locks the second shaft 45. Among them, the first separation component 8 may be set as a clutch, the locking mechanism 9 may be set as a brake, and the locking mechanism 9 is fixedly arranged. When the first separation component 8 is opened and the locking mechanism 9 does not lock the second shaft 45, the power generated by the engine 5 may be fully transmitted to the first planetary gear mechanism 3, and the second planetary gear 42 may rotate along the circumference of the second sun gear 43. When the first separation component 8 is closed and the locking mechanism 9 does not lock the second shaft 45, a part of the power generated by the engine 5 may be transmitted to the first planetary gear mechanism 3, and another part of the power may be transmitted to the second planetary gear mechanism 4 through the second shaft 45. When the first separation and combination assembly 8 is opened and the locking mechanism 9 locks the second shaft 45, the power generated by the engine 5 is completely transmitted to the first planetary gear mechanism 3, and the position of the second planetary gear 42 is relatively stationary with the second sun gear 43. At this time, the transmission ratio between the second sun gear 43 and the second ring gear 41 is a fixed transmission ratio. When the first separation and combination assembly 8 is closed and the locking mechanism 9 locks the second shaft 45, the transition gear 52 is locked, and the engine 5 connected to the transition gear 52 is in a shutdown state. Therefore, by setting the first separation and combination assembly 8 and the locking mechanism 9, the first separation and combination assembly 8 selectively engages the second shaft 45 and the transition gear 52, and the locking mechanism 9 selectively locks the second shaft 45, the output path of the power generated by the engine 5 can be changed, and the power system 1 can also have six working modes, so that the output efficiency of the power system 1 can be changed, and then the vehicle can achieve efficient fuel saving under urban conditions, and the vehicle can also achieve efficient direct drive of the engine 5 under high-speed conditions, and the energy consumption of the vehicle can also be reduced.

[0075] In some embodiments of the present invention, Figure 1 and Figure 2 As shown, the second motor 7 may be provided with a third output shaft 71, and the third output shaft 71 may be drivingly connected to the second sun gear 43. By providing the third output shaft 71 with a driving connection to the second sun gear 43, power may be transmitted between the third output shaft 71 and the second sun gear 43, so that the power of the second motor 7 may be output to the second planetary gear mechanism 4, and the power may be transmitted to the differential 2 through the second planetary gear mechanism 4, and the power may be used to drive the vehicle.

[0076] In some embodiments of the present invention, Figure 3-Figure 5As shown, the second sun gear 43 is connected to the third shaft 10, and the third shaft 10 may be provided with a seventh gear 101, and the third output shaft 71 may be provided with an eighth gear 102 meshing with the seventh gear 101, and the third shaft 10 and the third output shaft 71 are arranged in parallel and staggered. Through the meshing of the seventh gear 101 and the eighth gear 102, the power generated by the second motor 7 can be transmitted to the second planetary gear mechanism 4. The seventh gear 101 has more teeth than the eighth gear 102. In this way, when the power is transmitted from the second motor 7 to the second planetary gear mechanism 4, the torque can be increased by reducing speed, so that the second motor 7 can output a higher torque during the driving of the vehicle, and the vehicle has better power. The third shaft 10 is arranged in parallel with the third output shaft 71, and the third shaft 10 and the third output shaft 71 are not arranged on the same axis, and the third shaft 10 and the third output shaft 71 are staggered. Figure 3-Figure 5 In the up-down direction, the projection of the third shaft 10 and the projection of the third output shaft 71 have an overlapping area. Such a setting can reduce the axial size of the power system 1. The axial direction of the power system 1 refers to Figure 3 In the left and right directions, the volume of the power system 1 can be reduced. Compared with the prior art, the power system 1 can be more compact, which makes it easier to arrange the power system 1 on the vehicle.

[0077] In some embodiments of the present invention, Figure 2 and Figure 3 As shown, the second gear ring 41 may be provided with a second hollow shaft 46, and the second gear ring 41 and the second hollow shaft 46 may be sleeved on the second shaft 45, and the second hollow shaft 46 and the second shaft 45 may be coaxially arranged. Figure 1 As shown, the second gear ring 41 and the second hollow shaft 46 can be sleeved on the third output shaft 71, and the second hollow shaft 46 is coaxially arranged with the third output shaft 71. Such an arrangement can ensure that the second gear ring 41 and the second shaft 45 are coaxial, and can also ensure that the second gear ring 41 and the third output shaft 71 are coaxial, so that when power is transmitted on the second planetary gear mechanism 4, the coaxial second gear ring 41 and the second shaft 45 or the second gear ring 41 and the third output shaft 71 can reduce the wear of the second planetary gear mechanism 4, thereby increasing the service life of the power system 1.

[0078] In some embodiments of the present invention, Figure 1-Figure 3 As shown, the second gear ring 41 is meshed with the input gear 21 of the differential 2. Specifically, the input gear 21 can be meshed with the second hollow shaft 46 for transmission. Preferably, as shown in FIG. Figure 2-Figure 5 As shown, the second hollow shaft 46 can be set as a gear shaft in the circumferential direction of the second hollow shaft 46. Figure 1As shown, a gear can be sleeved on the second hollow shaft 46 , and the gear arranged on the second ring gear 41 is meshed with the input gear 21 of the differential 2 , so that the second ring gear 41 can output power from the second planetary gear mechanism 4 to the differential 2 .

[0079] Specifically, Figure 1-Figure 11 As shown, the power system 1 according to the embodiment of the present invention is taken as an example to illustrate different working modes of the power system 1.

[0080] Figure 6 1 is a block diagram of the working principle of the power system 1 according to an embodiment of the present application, wherein the symbol k1 represents the reduction ratio from the first sun gear 33 to the first ring gear 31. The symbol k2 represents the reduction ratio from the second sun gear 43 to the second ring gear 41. p1 k represents the reduction ratio from the transition gear 52 to the first ring gear 31. p2 k represents the reduction ratio from the third gear 38 to the second ring gear 41. M1 k represents the reduction ratio from the second gear 62 to the first gear 36. f It represents the final output reduction ratio of the second ring gear 41 and the input gear 21 to the differential 2 .

[0081] like Figure 1-Figure 3 as well as Figure 6 As shown, when the vehicle is running in the first pure electric drive mode (EV1 mode): the locking mechanism 9 is closed, the first split assembly 8 is opened, and the engine 5 remains in a stopped state due to its own damping torque. At this time, the power system 1 is only independently powered by the second motor 7, and the first motor 6 does not provide power, but is in a follow-up state. The first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 rotate in opposite directions. The torque output by the first motor 6 to the differential 2 is 0, and the torque output by the second motor 7 to the differential 2 can be expressed as: T EV1-out =k2k f T S2-MG2 . It can be seen from the formula that in the forward direction of the vehicle, the second motor 7 operates in the positive speed zone, provides positive torque to drive the vehicle forward, and the first motor 6 rotates accordingly. When the vehicle needs to brake, the second motor 7 outputs negative torque in the positive speed zone to achieve braking in the forward direction of the vehicle. When the vehicle is reversing, the second motor 7 can operate in the reverse speed zone, and the second motor 7 can provide negative torque to reverse the vehicle. When the vehicle is reversing, the second motor 7 can provide positive torque to achieve reverse braking of the vehicle, wherein the first motor 6 is always in a rotating state.

[0082] like Figure 1-Figure 5 as well as Figure 7As shown, when the vehicle is traveling in the second pure electric driving mode: the locking mechanism 9 and the first splitting and combining assembly 8 are closed at the same time, the engine 5 can be stopped, the first motor 6 and / or the second motor 7 provide power for the vehicle, and the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7 rotate in opposite directions. At this time, the torque outputted from the first motor 6 and the second motor 7 to the outside of the power system 1 can be expressed as: T EV2-out =-(k1+1)k M1 k f T S1-MG1 +k2k f T S2-MG2 , wherein the first split assembly 8 is closed, the locking mechanism 9 locks the second shaft 45, and the engine 5 is in a stationary state. The torque of the first motor 6 and / or the second motor 7 can be output to the transmission through the second planetary gear mechanism 4 through their own independent fixed transmission ratios. Since the first motor 6 and the second motor 7 can provide power to the vehicle at the same time, the first motor 6 and the second motor 7 can reduce the volume and weight of the power system 1, thereby reducing the production cost of the power system 1. In addition, when the first motor 6 and the second motor 7 jointly drive the vehicle, the vehicle can achieve high efficiency and fuel saving in urban conditions, and can also achieve high efficiency and direct drive of the engine 5 in high-speed conditions, thereby reducing the use cost of the vehicle. It can be seen from the formula that in the forward direction of the vehicle, the first motor 6 can work in the reverse speed zone to output negative torque to provide the vehicle with part of the torque required for driving, and the second motor 7 can work in the forward speed zone to output positive torque to provide the vehicle with part or all of the torque required for driving. It should be noted that the reverse speed zone and the forward speed zone refer to the opposite rotation directions of the first output shaft 61 of the first motor 6 and the third output shaft 71 of the second motor 7. When the vehicle needs to decelerate and brake, the first motor 6 can work in the reverse speed zone to output positive torque to output the required braking torque for the vehicle, and the second motor 7 can work in the forward speed zone to output negative torque to provide the vehicle with part or all of the braking torque required for deceleration and braking. When the vehicle is reversing, the first motor 6 can work in the forward speed zone to output positive torque to provide the vehicle with the torque required for reversing, and the second motor 7 can work in the reverse speed zone to output negative torque to provide the vehicle with the torque required for reversing. When the vehicle needs to brake during the reversing process, the first motor 6 can work in the forward speed zone to output negative torque to provide the vehicle with part of the braking torque required for reversing braking, and the second motor 7 can work in the reverse speed zone to output positive torque to provide the vehicle with part or all of the braking torque required for reversing braking.

[0083] like Figure 1-Figure 5 and Figure 8As shown, when the vehicle is running in the first stepless speed regulation hybrid drive mode (eCVT1 mode): the locking mechanism 9 is closed, the first split assembly 8 is opened, the engine 5 provides power input, the first motor 6 can change the power diversion by speed regulation, and the engine 5 always maintains the highest efficiency. After the first motor 6 diverts the input power of the engine 5, part of the power of the engine 5 can be converted into electrical energy for charging the power battery, and the other part can be provided to the second planetary gear mechanism 4 for outputting power to the outside. The second motor 7 can provide additional driving torque to the second planetary gear mechanism 4 at a fixed speed ratio, thereby balancing the battery power of the vehicle and providing additional power for the vehicle. The torque output to the vehicle can be expressed as: In the first stepless speed regulation hybrid driving mode, the power output of the engine 5 is transmitted through two paths. Part of the power is transmitted to the second planetary gear mechanism 4 through the first planetary gear mechanism 3 and output to the differential 2. The power is output to the wheels by the differential 2. The mechanical power of this part of the power can be expressed as: Another part of the power of the engine 5 can be converted into electric energy through the power diversion of the first motor 6. The power of the first motor 6 converted into electric energy can be expressed as: From the above formula, we can see that the torque of engine 5 is transmitted through the transmission ratio The second motor 7 is output from the second gear ring 41, and the torque of the second motor 7 is amplified according to the fixed transmission ratio k2 and then output to the second gear ring 41. The power of the second motor 7 is mixed with the power output of the engine 5 and finally passes through the reduction assembly (the second gear ring 41 and the input gear 21) with a fixed speed ratio k f The power diversion torque of the first motor 66 to the engine 55 is negative, and the speed is adjusted in the positive speed area. The power diversion power of the first motor 66 is negative, and the first motor 66 can convert part of the power of the engine 55 into electrical energy for power generation.

[0084] like Figure 1-Figure 5 as well as Figure 8 As shown, the first engine direct drive mode (FG1 mode): in the first stepless speed regulation hybrid drive mode, when the first motor 6 is adjusted to zero speed ω S1-MG1 = 0, the effective power of the first motor 6 to the engine 5 is zero. This working point is called the first mechanical point of the first stepless speed regulation hybrid driving mode. The torque generated by the engine 5 is After amplification, it is output to the second gear ring 41. In this state, the mechanical transmission efficiency of the power of the engine 5 is optimal. And at this mechanical point, the power of the second motor 7 and the power of the engine 5 are directly output after being connected in parallel with the second gear ring 41. The torque output of the parallel connection is equivalent to the above formula. The hybrid mode of the first stepless speed regulation hybrid drive mode at this mechanical point is the first engine direct drive mode (FG1 mode).

[0085] like Figure 1-Figure 5 as well as Fig.12 As shown, when the vehicle is traveling in the second stepless speed regulation hybrid driving mode: the first splitting assembly 8 is closed, the locking mechanism 9 is opened, the engine 5, the first motor 6 and the second motor 7 are simultaneously linked through the first planetary gear mechanism 3 and the second planetary gear mechanism 4 to realize the compound power diversion stepless speed regulation hybrid, and finally output to the differential 2 through the second ring gear 41, and the power can drive the vehicle to travel after passing through the differential 2. It should be noted that in the second stepless speed regulation hybrid driving mode, the first motor 6 or the second motor 7 can be used as a speed regulation power diversion motor alone, but the first motor 6 and the second motor 7 cannot be operated in the second stepless speed regulation hybrid driving mode at the same time, otherwise the lever balance mechanism formed by the combination of the two planetary gear mechanisms will be broken. When the first motor 6 is used as the speed regulation power diversion motor, the second motor 7 can be used as a drive motor to drive the vehicle together with the engine 5. In the second continuously variable speed series hybrid driving mode, the first motor 6 can be used as a speed regulating power shunt motor, and the fixed transmission ratio of the mechanical transmission path of the engine 5 is defined as the first shifting speed ratio of the second continuously variable speed series hybrid driving mode, which can be obtained: The first mechanical shift point of the second continuously variable speed series hybrid driving mode completely coincides with the mechanical shift point gain of the first continuously variable speed series hybrid driving mode, and the shift point is exactly the mechanical shift working point for the first continuously variable speed series hybrid driving mode and the second continuously variable speed series hybrid driving mode to achieve smooth switching. When the second motor 7 is used as the speed regulating power shunt motor of the second continuously variable speed series hybrid driving mode, the first motor 6 can be used as a driving motor and connected in parallel with the engine 5. At this time, the output torque of the power system 1 is: In the second stepless speed regulation hybrid drive mode, the second motor 7 can be used as a speed regulation power shunt motor, the engine 5 can be used as the main driving power, and the second motor 7 can output negative power in a negative direction, that is, power shunt generation. From the above formula, it can be seen that the first motor 6 assists the positive torque while reducing the shunt torque of the second motor 7, which is conducive to improving the efficiency of power shunt. The torque generated by the engine 5 is transmitted through the second gear fixed transmission ratio Output, suitable for low-speed to high-speed low-load to medium-load driving needs. In the second stepless speed regulation hybrid driving mode, the second motor 7 can be used as a speed regulation power split motor, and the fixed transmission ratio of the power transmission path of the engine 5 is defined as the second shift speed ratio point of the second stepless speed regulation hybrid driving mode, which is expressed by the formula: When the second motor 7 is used as the power split motor of the second continuously variable speed series hybrid driving mode, this control mode will be used as the main efficient driving control mode of the second continuously variable speed series hybrid driving mode.

[0086] like Figure 1-Figure 5 and Fig.12 As shown, the second engine direct drive mode (FG2 mode): by setting the first motor 6 or the second motor 7 to zero speed, the second stepless speed regulation hybrid drive mode can have two mechanical control points, namely, gear switching points. When the engine 5 works at the two mechanical shift points as described above, the power output by the engine 5 will be directly output to the differential 2 through the first planetary gear mechanism 3 and the second planetary gear mechanism 4. In the second stepless speed regulation hybrid drive mode, when the second motor 7 is used as a speed regulation shunt motor, the speed is adjusted to zero speed ω S2-MG2 =0, that is, the second stepless speed regulation hybrid drive mode operates at the second mechanical shift point, the effective power of the second motor 7 to the engine 5 is zero, and the torque generated by the engine 5 is output through the second gear; in this state, the mechanical transmission efficiency of the engine 5 power is optimal. The hybrid mode of the second stepless speed regulation hybrid drive mode at this mechanical point is the second engine direct drive mode (FG2 mode).

[0087] According to the control method of the power system 1 of the embodiment of the present invention, the power system 1 is the power system 1 of the vehicle of the above embodiment, and the control method includes: receiving a mode switching instruction, and controlling the opening and closing of the first separation component 8 and the locking mechanism 9 according to the mode switching instruction, so that the vehicle can be switched to the corresponding working mode. The opening and closing of the first separation component 8 and the locking mechanism 9 are controlled by the controller, the first separation component 8 selectively engages the second shaft 45 and the transition gear 52, and the locking mechanism 9 selectively locks the second shaft 45, which can change the output path of the power generated by the engine 5, and can also make the power system 1 have the six working modes of the above embodiment, so as to change the output efficiency of the power system 1, and then can realize the efficient fuel saving of the vehicle under urban working conditions, and can also realize the efficient direct drive of the engine 5 of the vehicle under high-speed working conditions, and can also reduce the energy consumption of the vehicle.

[0088] The vehicle according to the embodiment of the present invention includes the power system 1 of the above embodiment, which is arranged on the vehicle. Through the cooperation of the first planetary gear mechanism 3, the second planetary gear mechanism 4, the engine 5, the first motor 6 and the second motor 7, compared with the prior art, the power system 1 can realize the different driving function requirements of the vehicle under different driving conditions, can reduce the energy consumption and emissions of the whole vehicle, and can also improve the driving experience.

[0089] In addition, other structures and functions of the vehicle according to the embodiment of the present application are known to ordinary technicians in the field and will not be described here to reduce redundancy.

[0090] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A power system (1) for a vehicle, characterized in that: include: Differential (2); A first planetary gear mechanism (3), the first planetary gear mechanism (3) having a first transmission end, a second transmission end and a third transmission end; A second planetary gear mechanism (4), the second planetary gear mechanism (4) having a fourth transmission end, a fifth transmission end and a sixth transmission end; An engine (5) and a first motor (6), the engine (5) being in driving connection with the first transmission end, the second transmission end being in driving connection with the first motor (6), the fourth transmission end being in driving connection with the third transmission end and the differential (2), the first transmission end being meshed with a transition gear (52), the transition gear (52) being selectively in driving connection with the fifth transmission end and the fifth transmission end being selectively locked; The power system (1) has six working modes, the six working modes comprising a first pure electric drive mode (EV1 mode), a second pure electric drive mode (EV2 mode), a first stepless speed regulation series hybrid drive mode (eCVT1 mode), a first engine direct drive mode (FG1 mode), a second stepless speed regulation series hybrid drive mode (eCVT2 mode) and a second engine direct drive mode (FG2 mode); in different working modes, the working conditions of the engine (5), the first motor (6) and the second motor (7) are different; Multiple working modes can match different driving conditions of the vehicle, and the vehicle can drive under different driving conditions; A second motor (7), the second motor (7) being transmission-connected to the sixth transmission end.

2. The vehicle power system (1) according to claim 1, characterized in that: The first planetary gear mechanism (3) comprises: a first ring gear (31), a first planetary gear (32), a first sun gear (33) and a first planet carrier (34), wherein the first planetary gear (32) is meshed between the first ring gear (31) and the first sun gear (33), and the first planet carrier (34) is connected to the first planetary gear (32), wherein: The first ring gear (31) is configured as a first transmission end, the first sun gear (33) is configured as a second transmission end, and the first planet carrier (34) is configured as a third transmission end.

3. The power system (1) of a vehicle according to claim 2, characterized in that: The first sun gear (33) is connected to a first shaft (35), and the first shaft (35) is drivingly connected to a first output shaft (61) of the first motor (6).

4. The vehicle power system (1) according to claim 3, characterized in that: The first shaft (35) is provided with a first gear (36), and the first output shaft (61) is provided with a second gear (62) meshing with the first gear (36).

5. The vehicle power system (1) according to claim 4, characterized in that: The first shaft (35) and the first output shaft (61) are arranged in parallel and staggered.

6. The power system (1) of a vehicle according to claim 3, characterized in that: The first shaft (35) is coaxially arranged with the first output shaft (61).

7. The power system (1) of a vehicle according to claim 3, characterized in that: The first planet carrier (34) is provided with a first hollow shaft (37), the first planet carrier (34) and the first hollow shaft (37) are both sleeved on the first shaft (35), and the first hollow shaft (37) is coaxially arranged with the first shaft (35); The first hollow shaft (37) is provided with a third gear (38), and the third gear (38) is meshed with the fourth transmission end for transmission.

8. The power system (1) of a vehicle according to claim 2, characterized in that: The engine (5) has a second output shaft (51), and the second output shaft (51) is drivingly connected to the first ring gear (31).

9. The power system (1) of a vehicle according to claim 1, characterized in that: The second planetary gear mechanism (4) comprises: a second ring gear (41), a second planetary gear (42), a second sun gear (43) and a second planet carrier (44), the second planetary gear (42) being meshed between the second ring gear (41) and the second sun gear (43), and the second planet carrier (44) being connected to the second planetary gear (42), wherein: The second ring gear (41) is configured as a fourth transmission end, the second sun gear (43) is configured as a sixth transmission end, and the second planet carrier (44) is configured as a fifth transmission end; The invention also comprises: a first splitting and engaging assembly (8) and a locking mechanism (9); the second planet carrier (44) is provided with a second shaft (45); the first splitting and engaging assembly (8) is connected between the second shaft (45) and the transition gear (52) and selectively engages the second shaft (45) and the transition gear (52); The locking mechanism (9) selectively locks the second shaft (45); The second motor (7) is provided with a third output shaft (71), and the third output shaft (71) is drivingly connected to the second sun gear (43).

10. The vehicle power system (1) according to claim 9, characterized in that: The second sun gear (43) is connected to a third shaft (10), the third shaft (10) is provided with a seventh gear (101), and the third output shaft (71) is provided with an eighth gear (102) meshing with the seventh gear (101); The third shaft (10) and the third output shaft (71) are arranged in parallel and staggered.

11. The vehicle power system (1) according to claim 9, characterized in that: The second gear ring (41) is provided with a second hollow shaft (46), the second gear ring (41) and the second hollow shaft (46) are both sleeved on the second shaft (45), and the second hollow shaft (46) is coaxially arranged with the second shaft (45); or The second gear ring (41) and the second hollow shaft (46) are both sleeved on the third output shaft (71), and the second hollow shaft (46) and the third output shaft (71) are coaxially arranged.

12. The vehicle power system (1) according to claim 9, characterized in that: The second ring gear (41) meshes with the input gear (21) of the differential (2).

13. A control method for a power system (1), characterized in that: The power system (1) is a power system of a vehicle according to any one of claims 1 to 12, and the control method comprises: Receive mode switching instructions; The opening and closing of the first splitting and combining component (8) and the locking mechanism (9) are controlled according to the mode switching instruction, so that the vehicle switches to a corresponding working mode.

14. A vehicle, characterized in that: A power system (1) comprising a vehicle according to any one of claims 1-12.

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