Powertrain and Vehicles

Abstract

The present invention discloses a power system and a vehicle, the power system includes: an engine, a single clutch, a transmission, a first motor, a first differential, a second motor, a power battery and a controller, the transmission includes: an input shaft and a first output shaft, the input shaft is connected to the engine through a single clutch, a serial driving gear is provided on the input shaft, a serial driven gear is provided on the first output shaft, the first end of the serial driven gear is connected to the serial driving gear, the first differential is connected to the first motor, a motor output gear is provided on the output shaft of the second motor, the motor output gear is meshed with the second end of the serial driven gear, the first end of the power battery is connected to the first motor, and the second end of the power battery is connected to the second motor. In the serial control mode of the power system, the engine runs in the high-efficiency operation area, and the serial transmission path is short, which not only reduces the energy consumption of the whole vehicle, but also saves the cost of the whole vehicle.

Description

Technical Field

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

[0002] With the increasing shortage of oil supply and the increasing environmental pollution, the development and utilization of new energy vehicles has gradually become a trend. Among them, hybrid vehicles can meet the needs of users for long-distance driving as well as short-distance pure electric driving, so hybrid vehicles are favored by more users.

[0003] How to reduce the overall energy consumption and production cost of hybrid vehicles is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a power system with high series power generation efficiency.

[0005] The present invention also provides a vehicle.

[0006] According to a first aspect of the present invention, a power system includes an engine, a single clutch, a transmission, a first motor, a first differential, a second motor, a power battery and a controller, wherein the transmission includes an input shaft and an output shaft, wherein the input shaft is connected to the engine through the single clutch, the input shaft is provided with a series driving gear, the output shaft is provided with a series driven gear, a first end of the series driven gear is connected to the series driving gear, the first differential is connected to the first motor, an output shaft of the second motor is provided with a motor output gear, the motor output gear is meshed with a second end of the series driven gear, a first end of the power battery is connected to the first motor, and a second end of the power battery is connected to the second motor, and the controller is configured to: when the acquired vehicle parameter information meets a preset series control strategy, control the engine to operate in a high-efficiency operation range, and form a series transmission path through the engine, the single clutch, the input shaft, the series driving gear, the series driven gear, the motor output gear, the second motor, the power battery, the first motor, and the first differential to enter a series control mode.

[0007] According to the power system of an embodiment of the present invention, when the controller determines that the preset series control strategy is met based on the acquired vehicle parameter information, it controls the engine to operate in a high-efficiency operating range and controls the power system to enter a series control mode. Since the engine operates in a high-efficiency operating area, the energy output by the engine is higher than the energy required for driving. Therefore, by controlling the power system to enter the series control mode, a part of the energy is used to drive the vehicle, and the remaining energy is used to charge the power battery, thereby achieving the purpose of reducing the energy consumption of the entire vehicle.

[0008] According to some embodiments of the present invention, the transmission also includes: a first synchronizer, which is arranged on the input shaft and the first side of the series driving gear is arranged; a first driving gear, which is arranged on the input shaft; a second output shaft, on which a first driven gear and a first output gear are arranged, and the first driven gear is meshed with the first driving gear; a second differential, which is connected to the first output gear; the controller is also configured to: when the acquired vehicle parameter information meets the first preset direct drive control strategy, control the engine to work and control the first synchronizer not to engage the series driving gear, and form a first direct drive transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential to enter the first preset direct drive control mode.

[0009] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a first preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a first power-assist transmission path through the second motor, the motor output gear, the series driven gear, the series driving gear, the first synchronizer, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential to enter a first preset power-assist control mode.

[0010] According to some embodiments of the present invention, the controller is also configured to: when the acquired vehicle parameter information satisfies a first preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a power generation transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the series driving gear, the series driven gear, the motor output gear, the second motor, and the power battery to enter a first preset collaborative control mode.

[0011] According to some embodiments of the present invention, the transmission also includes: an engagement device, which is arranged on the first output shaft, and is used to selectively engage the series driven gear with the first output shaft. The first output shaft is also provided with a second output gear, and the second output gear is connected to the second differential in driving connection; the controller is also configured to: when the acquired vehicle parameter information meets the first preset parallel control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a first electric transmission path through the second motor, the motor output gear, the series driven gear, the first output shaft, the engagement device, the second output gear, and the second differential to enter the first preset parallel control mode.

[0012] According to some embodiments of the present invention, the controller is also configured to: when the acquired vehicle parameter information satisfies a first preset pure electric control strategy, a pure electric transmission path is formed through the second motor, the motor output gear, the series driven gear, the first output shaft, the coupling device, the second output gear, and the second differential to enter the first preset pure electric control mode.

[0013] According to some embodiments of the present invention, the engagement device includes at least one of a single clutch and a synchronizer.

[0014] According to some embodiments of the present invention, the transmission also includes: a second driving gear, which is arranged on the input shaft and is arranged on the second side of the first synchronizer; a second driven gear, which is arranged on the second output shaft and is meshed with the second driving gear; the controller is also configured to: when the acquired vehicle parameter information meets the second preset direct drive control strategy, control the engine to work and control the first synchronizer to engage the second driving gear, and form a second mechanical transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the second driving gear, the second driven gear, the second output shaft, the first output gear, and the second differential to enter the second preset direct drive control mode.

[0015] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a second preset parallel control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the second driving gear, and form a second mechanical transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the second driving gear, the second driven gear, the second output shaft, the first output gear, and the second differential, and form a parallel electric transmission path through the second motor, the motor output gear, the series driven gear, the first output shaft, the engagement device, the second output gear, and the second differential to enter a second preset parallel control mode.

[0016] According to some embodiments of the present invention, the transmission also includes: a third driving gear, which is arranged on the input shaft; a second synchronizer, which is arranged on the second output shaft, and the first driven gear is arranged on a first side of the second synchronizer; a third driven gear, which is arranged on the second output shaft, and the third driven gear is arranged on a second side of the second synchronizer; the controller is configured to: when the acquired vehicle parameter information meets the third preset direct drive control strategy, control the engine to work, control the first synchronizer not to engage the series driving gear and control the second synchronizer to engage the third driven gear, and form a third mechanical transmission path through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to enter the third preset direct drive control mode.

[0017] According to some embodiments of the present invention, when the acquired vehicle parameter information satisfies a second preset power-assist control strategy, the engine is controlled to operate in a high-efficiency operating range, the first synchronizer is controlled to engage the series driving gear and the second synchronizer is controlled to engage the third driven gear, and a third mechanical transmission path is formed through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential, and a second power-assist transmission path is formed through the second motor, the motor output gear, the series driven gear, the series driving gear, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to enter a second preset power-assist control mode.

[0018] According to some embodiments of the present invention, when the acquired vehicle parameter information satisfies the third preset parallel control strategy, the engine is controlled to operate in a high-efficiency operating range, the first synchronizer is controlled not to engage the series driving gear and the second synchronizer is controlled to engage the third driven gear, and a third mechanical transmission path is formed through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential, and a first electric transmission path is formed through the second motor, the motor output gear, the series driven gear, the first output shaft, the second output gear, and the second differential to enter the third preset parallel control mode.

[0019] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a second preset pure electric control strategy, control the second motor, the motor output gear, the series driven gear, the series driving gear, the input shaft, the first driving gear, the first driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to form a second pure electric transmission path to enter a second preset pure electric control mode; or, the controller is further configured to: when the acquired vehicle parameter information satisfies a third preset pure electric control strategy, control the third pure electric transmission path to enter a third preset pure electric control mode through the second motor, the motor output gear, the series driven gear, the series driving gear, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential.

[0020] A vehicle according to an embodiment of the second aspect of the present invention comprises the power system of the above embodiment.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] Figure 1 is an optional embodiment of the power system according to an embodiment of the present invention;

[0024] Figure 2 is another optional embodiment of the power system according to the embodiment of the present invention;

[0025] Figure 3 It is another optional embodiment of the power system according to the embodiment of the present invention.

[0026] Reference numerals:

[0027] S. Power system;

[0028] 100. Transmission;

[0029] 10. Input shaft; 1a. First driving gear; 2a. Second driving gear; 3a. Third driving gear; 4a. Series driving gear; 16. First synchronizer;

[0030] 20, second output shaft; 1b, first driven gear; 2b, second driven gear; 3b, third driven gear; 26, second synchronizer; 27, first output gear;

[0031] 30, first output shaft; 4b, series driven gear; 32, engagement device; 33, second output gear;

[0032] 210. Second motor; 211. Motor output shaft; 212. Motor output gear; 213. First clutch; 220. Engine; 230. Second differential; 231. Second differential driven gear; 240. Single clutch; 250. First motor; 260. First differential; 270. Power battery; 280. First differential driven gear. DETAILED DESCRIPTION

[0033] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0034] Reference below Figure 1-Figure 3 The power system S according to the embodiment of the present invention is described. The present invention also provides a vehicle having the power system S.

[0035] like Figure 1-Figure 3 As shown, the power system S of the embodiment of the present invention includes: an engine 220, a single clutch 240, a transmission 100, a first motor 250, a first differential 260, a second motor 210, a power battery 270 and a controller. The transmission 100 includes: an input shaft 10 and a first output shaft 30, the input shaft 10 is connected to the engine 220 through the single clutch 240, and the single clutch 240 can control the engagement and disconnection between the engine 220 and the input shaft 10, that is, it can control whether the engine 220 outputs power.

[0036] The input shaft 10 is provided with a series driving gear 4a, and the first output shaft 30 is provided with a series driven gear 4b. The first end of the series driven gear 4b is connected to the series driving gear 4a, so that power transmission between the input shaft 10 and the first output shaft 30 can be achieved.

[0037] The first differential 260 is connected to the first motor 250, and the first motor 250 can output power through the first differential 260. In this way, when the engine 220 is not working, the first motor 250 can work alone, which can ensure the power performance of the vehicle and enrich the driving mode of the vehicle.

[0038] The motor output shaft 211 of the second motor 210 is provided with a motor output gear 212, which meshes with the second end of the series driven gear 4b, the first end of the power battery 270 is connected to the first motor 250, and the second end of the power battery 270 is connected to the second motor 210. In other words, the power system S is provided with the first motor 250 and the second motor 210, and the first motor 250 and the second motor 210 are both electrically connected to the power battery 270. In addition, the first motor 250 is also provided with a motor output gear 212, which meshes and drives with the first differential driven gear 280 of the first differential 260. In this way, the energy output by the engine 220 is transmitted to the second motor 210 to convert mechanical energy into electrical energy, a part of the electrical energy of the second motor 210 is transmitted to the first motor 250 to drive the vehicle, and the remaining electrical energy is output to the power battery 270 to charge the power battery 270.

[0039] Among them, the controller is configured to: when the acquired vehicle parameter information meets the preset series control strategy, control the engine 220 to operate in a high-efficiency operating range, and form a series transmission path through the engine 220, the single clutch 240, the input shaft 10, the series driving gear 4a, the series driven gear 4b, the motor output gear 212, the second motor 210, the power battery 270, the first motor 250, and the first differential 260 to enter the series control mode.

[0040] To explain this embodiment in more detail, in this embodiment, the vehicle parameter information includes: vehicle speed. In addition, the preset series control strategy in this embodiment includes: when the vehicle speed is lower than a first preset threshold (for example: 40km / h), it is determined that the vehicle parameter information meets the preset series control strategy. It should be noted that vehicles generally travel on non-high-speed roads for a long time, so the possibility of low-speed driving is relatively high. Therefore, controlling the vehicle to travel mainly in the series control mode not only reduces the energy consumption of the whole vehicle, but also reduces the fuel consumption of the whole vehicle.

[0041] In addition, in order to further improve the technical solution of this embodiment, the vehicle parameter information also includes: the power information of the power battery 270, and the preset series control strategy in this embodiment includes: when the vehicle speed is lower than the first preset threshold value, and the power value corresponding to the power information is lower than the first preset power value (for example: 70%), it is determined that the vehicle parameter information meets the preset series control strategy, and when the vehicle speed is lower than the first preset threshold value, and the power value corresponding to the power information is higher than the first preset power value, it is determined that the vehicle parameter information does not meet the preset series control strategy. At the same time, when the controller determines that the vehicle parameter information meets the preset series control strategy, it controls the vehicle to enter the series control mode, and when the controller determines that the vehicle parameter information does not meet the preset series control strategy, it controls the vehicle to enter the pure electric control mode to control the engine 220 not to enter the working state, thereby reducing the fuel requirement and thus reducing the fuel consumption of the whole vehicle.

[0042]

[0043] It should be noted that in this embodiment, the vehicle parameter information may also include air conditioning operation information and / or lighting usage information, that is, the situation where there are fewer high-power power-consuming devices connected may intelligently increase the first preset power value. For example: when the total power of the connected high-power power-consuming devices is greater than A (100W), the first preset power value is set to a (for example: 80%), and when the total power of the high-power power-consuming devices is less than A, the second preset power value is set to b (for example: 60%). In this way, this case can set different power values ​​according to different power requirements, which can not only ensure the normal operation of power-consuming devices, but also reduce the energy consumption loss of the mechanical energy of the engine 220 converted into electrical energy, thereby reducing the energy loss of the entire vehicle.

[0044] That is to say, when the vehicle selects the preset series control strategy, the engine 220, the second motor 210 and the first motor 250 are all in working state, the single clutch 240 is in engagement state, the engine 220 outputs power to the transmission 100 through the single clutch 240, and the input shaft 10 transmits power to the second motor 210 through the combined driving gear and the series driven gear 4b. The second motor 210 is in a power generation state, and part of the electric energy generated by the second motor 210 is output to the first motor 250 to output power to the wheels through the first differential 260, thereby realizing the driving of the vehicle; the remaining part of the electric energy is output to the power battery 270 to charge the power battery 270.

[0045] In this way, when the controller determines that the preset series control strategy is met based on the acquired vehicle parameter information, it controls the engine 220 to operate in the high-efficiency operating range, and controls the power system S to enter the series control mode. Since the engine 220 operates in the high-efficiency operating area, the energy output by the engine 220 is higher than the energy required for driving. Therefore, by controlling the power system S to enter the series control mode, part of the energy is used to drive the vehicle, and the remaining energy is used to charge the power battery 270, thereby achieving the purpose of reducing the energy consumption of the entire vehicle.

[0046] In addition, the engine 220 of the present embodiment mainly operates in a high-efficiency operation area, thereby reducing the possibility of the engine 220 operating at a low speed or a high speed, thereby increasing the service life of the engine 220.

[0047] In addition, the main purpose of this embodiment is to control the power transmission system to operate mainly in the series control mode. Therefore, the pure electric drive only serves as an auxiliary drive mode. Therefore, the battery capacity of the power battery 270 of this embodiment does not need to be set very large, thereby reducing the space requirement for the power battery 270 and the purchase cost of the power battery 270.

[0048] In addition, the high-efficiency operation range of this embodiment, that is, the speed of the engine 220 is between (2000-3000).

[0049] Reference Figure 1-Figure 3As shown, according to an optional embodiment of the present invention, the transmission 100 may further include: a first synchronizer 16, a first driving gear 1a and a second output shaft 20, the first synchronizer 16 is arranged on the input shaft 10, and a series driving gear 4a is arranged on the first side of the first synchronizer 16, the first driving gear 1a is arranged on the input shaft 10, and the second output shaft 20 is provided with a first driven gear 1b and a first output gear 27 meshing with the first driving gear 1a. The power system S includes a second differential 230, the second differential 230 is provided with a second differential driven gear 231, and the first output gear 27 and the second output gear 33 are both meshed with the second differential driven gear 231.

[0050] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset direct drive control strategy, control the engine 220 to work, and control the first synchronizer 16 not to engage the series driving gear 4a, and form a first direct drive transmission path through the engine 220, the single clutch 240, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the first preset direct drive control mode. The first preset direct drive control mode set in this way can quickly form a first mechanical transmission path through the transmission 100, which can ensure the transmission smoothness of the transmission path, and by switching the first synchronizer 16, the switching between the series control mode and the first preset direct drive control mode can be realized, which can improve the switching efficiency and the switching smoothness.

[0051] In this embodiment, the first driving gear 1a and the first driven gear 1b are the first mechanical gear of this embodiment, and the speed ratio range is 7-9, which is equivalent to the speed ratio between the second gear and the third gear in the related art.

[0052] In addition, when the vehicle of this embodiment is running at a low speed (<45km / h), it runs in the series control mode, and only the medium-speed gear pair, the high-speed gear pair and the rapid acceleration gear pair need to be retained, so as to meet the entire driving needs of the vehicle. This embodiment uses a first-gear mechanical gear as a rapid acceleration gear pair to achieve acceleration transmission. Therefore, compared with the gear pair of the transmission 100 in the related art, this embodiment reduces the number of gear pairs required, which not only reduces the volume of the transmission 100, but also reduces the cost of the transmission 100.

[0053] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset power-assist control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the first synchronizer 16 to engage the series driving gear 4a, and form a first mechanical transmission path through the engine 220, the single clutch 240, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230, and form a first power-assist transmission path through the second motor 210, the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the first synchronizer 16, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the first preset power-assist control mode.

[0054] That is, the engine 220 can be transmitted to the second differential 230 through the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230, and the second motor 210 can also be transmitted to the second differential 230 through the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the first synchronizer 16, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, and the first output gear 27, thereby forming a first power-assisted transmission path. In other words, the two parts of power are coupled at the second differential 230 and outputted in common.

[0055] When the present embodiment determines that the first preset power-assisting control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, and the first synchronizer 16 is controlled to engage the series driving gear 4a. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 210, thereby increasing the time that the engine 220 operates in the high-efficiency operating range, reducing the possibility of the engine 220 operating at high speed and low speed, and thus extending the service life of the engine 220.

[0056] On the basis of this embodiment, the first driving gear 1a and the first driven gear 1b of this embodiment are a rapid acceleration gear pair. On the basis of the engine 220 driving the rapid acceleration gear pair, energy is supplied in the form of power assistance through the second motor 210, thereby improving the 100-meter rapid acceleration performance of the whole vehicle.

[0057] When the acquired vehicle parameter information satisfies the first preset collaborative control strategy, the engine 220 is controlled to operate in the high-efficiency operating range, and the first synchronizer 16 is controlled to engage the series driving gear 4a, and a first mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230, and a power generation transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the first synchronizer 16, the series driving gear 4a, the series driven gear 4b, the motor output gear 212, the second motor 210, and the power battery 270 to enter the first preset collaborative control mode.

[0058] That is, the input shaft 10 can mesh with the series driving gear 4a. In this way, when the engine 220 is connected to the input shaft 10 through the single clutch 240, the input shaft 10 can transmit power to the series driving gear 4a through the first synchronizer 16, and the series driving gear 4a then transmits power to the second motor 210 through the transmission device, so that the second motor 210 can generate electricity and transmit the electricity to the power battery 270 to form a power generation transmission path. In addition, the engine 220 can be connected to the input shaft 10 through the single clutch 240, and the first driving gear 1a on the input shaft 10 is meshed with the first driven gear 1b on the second output shaft 20 for transmission, and then the first output gear 27 on the second output shaft 20 is meshed with the second differential driven gear 231, so that a first mechanical transmission path can be formed. The second mechanical transmission path and the power generation transmission path can work together to form a first preset cooperative control strategy mode. At this time, the engine 220 can output power through the meshing of the first driving gear 1a and the first driven gear 1b, and realize power generation through the series driving gear 4a. That is, the power generation of the second motor 210 is achieved without affecting the normal driving of the vehicle.

[0059] When the present embodiment determines that the first preset collaborative control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, and the first synchronizer 16 is controlled to engage the series driving gear 4a. Therefore, when the energy output by the engine 220 is higher than the energy required for driving, a part of the energy is used to drive the vehicle, and the remaining energy is converted into electrical energy through the second motor 210 and output to the power battery 270 to charge the power battery 270, thereby improving the effective utilization rate of the energy of the engine 220.

[0060] It should be noted that the vehicle parameter information in this embodiment may be electrical power.

[0061]

[0062]

[0063] Reference Figure 1-Figure 3 As shown, the transmission 100 further includes: an engagement device 32, which is disposed on the first output shaft 30, and is used to selectively engage the series driven gear 4b with the first output shaft 30. The first output shaft 30 is also provided with a second output gear 33, and the second output gear 33 is drivingly connected to the second differential 230. In this way, the engagement device 32 can selectively synchronize the series driven gear 4b with the first output shaft 30. For example, when the engagement device 32 engages the series driven gear 4b with the first output shaft 30, the power transmission between the second motor 210 and the second differential 230 is directly realized through the first output shaft 30. For another example, when the engagement device 32 disconnects the series driven gear 4b from the first output shaft 30, the second motor 210 can realize power transmission with the input shaft 10.

[0064] This embodiment realizes entry and exit control of the series control mode by setting the engagement device 32, thereby reducing the control complexity.

[0065] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset parallel control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the first synchronizer 16 to engage the series driving gear 4a, and form a first mechanical transmission path through the engine 220, the single clutch 240, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second output shaft 20, the first output gear 27, and the second differential 230, and form a first electric transmission path through the second motor 210, the motor output gear 212, the series driven gear 4b, the first output shaft 30, the engagement device 32, the second output gear 33, and the second differential 230 to enter the first preset parallel control mode.

[0066] To explain this embodiment in more detail, in this embodiment, the vehicle parameter information includes: vehicle speed. In addition, the preset parallel control strategy in this embodiment includes: when the vehicle speed is higher than a first preset threshold (e.g., 40 km / h) and lower than a second preset threshold (e.g., 75 km / h), it is determined that the vehicle parameter information satisfies the preset parallel control strategy.

[0067] The first driving gear 1a and the first driven gear 1b of this embodiment are a rapid acceleration gear pair. On the basis of the engine 220 driving the rapid acceleration gear pair, energy is supplied by the second motor 210 in parallel, thereby improving the 100-meter rapid acceleration performance of the whole vehicle.

[0068] When the first preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, and controls the first synchronizer 16 to engage the series driving gear 4a. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 210, thereby increasing the time for the engine 220 to operate in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 210 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0069] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset pure electric control strategy, a pure electric transmission path is formed through the second motor 210, the motor output gear 212, the series driven gear 4b, the first output shaft 30, the coupling device 32, the second output gear 33, and the second differential 230 to enter the first preset pure electric control mode. In other words, the power generated by the second motor 210 can be output to the second differential 230 through the first output shaft 30, so that the vehicle can be driven purely by electricity. Among them, there are fewer intermediate transmission components in this path, and the transmission efficiency is high.

[0070] This embodiment can achieve pure electric drive only through the first gear pair of the motor output gear 212 and the series driven gear 4b, the second output gear 33 and the second gear pair of the second differential driven gear 231. Therefore, compared with the existing pure electric drive path, the pure electric drive path of this embodiment is shorter, thereby reducing the transmission loss between gears, thereby reducing the energy loss of the entire vehicle.

[0071] Combination Figure 1-Figure 3 As shown, the engagement device 32 may be a synchronizer or a clutch. Figure 1 and Figure 2 As shown, the engagement device 32 may be a synchronizer, which not only ensures normal mode switching of the power system S, but also acts as a buffer to avoid rigid collision between the series driven gear 4b and the first output shaft 30. Alternatively, as Figure 3 As shown, the coupling device 32 can be a clutch, wherein the clutch torque capacity is relatively large and can bear slipping conditions. Therefore, when the power system S switches between the series power generation mode and the parallel drive mode, the control accuracy of the speed and torque of the second motor 210 does not need to be as high as when the coupling device 32 is a synchronizer, which is beneficial to the mode switching control of the power system S and reduces damage to the transmission 100.

[0072] Reference Figure 1-Figure 3As shown, the transmission 100 further includes: a second driving gear 2a and a second driven gear 2b, the second driving gear 2a is arranged on the input shaft 10, the second driving gear 2a is arranged on the second side of the first synchronizer 16, the second driven gear 2b is arranged on the second output shaft 20, and the second driven gear 2b is meshed with the second driving gear 2a. In other words, the input shaft 10 is provided with a first synchronizer 16, the first synchronizer 16 is located between the second driving gear 2a and the serial driving gear 4a, so as to engage the second driving gear 2a or the serial driving gear 4a. In this way, the second driving gear 2a and the serial driving gear 4a share the first synchronizer 16, which is conducive to reducing the number of synchronizers in the transmission 100. Moreover, when the first synchronizer 16 is combined with the second driving gear 2a, the second driving gear 2a rotates synchronously with the input shaft 10, so that power can be transmitted to the second driven gear 2b, and because the second driven gear 2b is fixed on the second output shaft 20, power transmission can be achieved. Alternatively, when the first synchronizer 16 is coupled to the series driving gear 4 a , the series driving gear 4 a rotates synchronously with the input shaft 10 , thereby transmitting power to the series driven gear 4 b , and the series driven gear 4 b rotates synchronously with the first output shaft 30 .

[0073] In this embodiment, the second driving gear 2a and the second driven gear 2b are the third mechanical gear of this embodiment, and the speed ratio range is 2-3, which is equivalent to the speed ratio between the sixth gear and the seventh gear in the related art. This embodiment sets the third mechanical gear to meet the high-speed driving requirements of the vehicle.

[0074] When the acquired vehicle parameter information satisfies the second preset direct drive control strategy, the engine 220 is controlled to work, and the first synchronizer 16 is controlled to engage the second driving gear 2a, and a second mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the first synchronizer 16, the second driving gear 2a, the second driven gear 2b, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the second preset direct drive control mode. That is, at this time, the engine 220 can be connected to the second differential 230 through the input shaft 10 and the first output shaft 30. Further, the input shaft 10 and the first output shaft 30 are connected to each other through the second driving gear 2a and the second driven gear 2b. In this embodiment, the switching of the first synchronizer 16 can realize the switching of the series control mode and the second preset direct drive control mode, which can improve the switching efficiency and the smoothness of the switching.

[0075] To explain the present embodiment in more detail, the second driving gear 2a and the second driven gear 2b in the present embodiment are high-speed gear pairs. The vehicle parameter information includes: vehicle speed. In addition, the preset direct drive control strategy in the present embodiment includes: when the vehicle speed is higher than a second preset threshold value (for example: 75km / h), it is determined that the vehicle parameter information satisfies the preset direct drive control strategy.

[0076] When the acquired vehicle parameter information satisfies the second preset parallel control strategy, the engine 220 is controlled to operate in the high-efficiency operating range, and the first synchronizer 16 is controlled to engage the second driving gear 2a, and a second mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the first synchronizer 16, the second driving gear 2a, the second driven gear 2b, the second output shaft 20, the first output gear 27, and the second differential 230, and a parallel electric transmission path is formed through the second motor 210, the motor output gear 212, the series driven gear 4b, the first output shaft 30, the engagement device 32, the second output gear 33, and the second differential 230 to enter the second preset parallel control mode. That is to say, at this time, the second motor 210 and the engine 220 can drive the second differential 230 at the same time. Specifically, the engine 220 realizes transmission connection with the second differential 230 through the single clutch 240, the input shaft 10, the second driving gear 2a, the second driven gear 2b, the second output shaft 20 and the second differential 230, and the second motor 210 can provide power to the second differential 230 through the first output shaft 30. In this way, under the second preset parallel control mode, the second motor 210 can adjust the speed, so that the second differential driven gear 231 can synchronously receive the power from the engine 220 and the second motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0077] When the second preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, and controls the first synchronizer 16 to engage the series driving gear 4a. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 210, thereby increasing the time when the engine 220 operates in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 210 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0078] like Figure 1-Figure 3As shown, the transmission 100 further includes: a third driving gear 3a, a second synchronizer 26 and a third driven gear 3b, wherein the third driving gear 3a is arranged on the input shaft 10, the second synchronizer 26 is arranged on the second output shaft 20, the first driven gear 1b is arranged on the first side of the second synchronizer 26, the third driven gear 3b is arranged on the second output shaft 20, and the third driven gear 3b is arranged on the second side of the second synchronizer 26. In other words, the first driven gear 1b and the third driven gear 3b share the second synchronizer 26, which is also conducive to reducing the number of synchronizers in the transmission 100. When the second synchronizer 26 is combined with the first driven gear 1b, the first driven gear 1b rotates synchronously with the first output shaft 30, and because the first driving gear 1a is fixed on the input shaft 10, the input shaft 10 and the second output shaft 20 can be transmitted through the first driving gear 1a and the first driven gear 1b. Alternatively, when the second synchronizer 26 is combined with the third driven gear 3b, the third driven gear 3b rotates synchronously with the first output shaft 30, and because the third driving gear 3a is fixed on the input shaft 10, transmission can be achieved between the input shaft 10 and the second output shaft 20 through the third driving gear 3a and the third driven gear 3b.

[0079] When the acquired vehicle parameter information satisfies the third preset direct drive control strategy, the engine 220 is controlled to work, the first synchronizer 16 is controlled not to engage the series driving gear 4a, and the second synchronizer 26 is controlled to engage the third driven gear 3b, and a third mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the third preset direct drive control mode. That is, at this time, the engine 220 can be connected to the second differential 230 through the input shaft 10 and the first output shaft 30. Further, the input shaft 10 and the second output shaft 20 are connected to each other through the third driving gear 3a and the third driven gear 3b. Among them, the second synchronizer 26 is meshed with the third driven gear 3b.

[0080] In this embodiment, the third driving gear 3a and the third driven gear 3b are the second mechanical gear of this embodiment, and the speed ratio range is 4-5, which is equivalent to the speed ratio between the fourth gear and the fifth gear in the related art.

[0081] To explain the present embodiment in more detail, the third driving gear 3a and the third driven gear 3b in the present embodiment may be a medium-speed gear pair. The vehicle parameter information includes: vehicle speed. In addition, the preset direct drive control strategy in the present embodiment includes: when the vehicle speed is higher than a first preset threshold value (e.g., 40 km / h) and lower than a second preset threshold value (e.g., 75 km / h), it is determined that the vehicle parameter information satisfies the preset direct drive control strategy.

[0082] This embodiment sets a second mechanical gear position to meet the vehicle's medium-speed driving requirements.

[0083] When the acquired vehicle parameter information satisfies the second preset power-assist control strategy, the engine 220 is controlled to operate in the high-efficiency operation range, the first synchronizer 16 is controlled to engage the series driving gear 4a, and the second synchronizer 26 is controlled to engage the third driven gear 3b, and a third mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230, and a second power-assist transmission path is formed through the second motor 210, the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the second preset power-assist control mode. That is to say, the second motor 210 can be connected to the second differential 230 through the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, and the first output gear 27, that is, the second motor 210 is transmitted to the second differential 230 through the first output shaft 30, the input shaft 10, and the second output shaft 20, so that a second power-assisted transmission path can be formed. Similarly, the engine 220 can be transmitted to the second differential 230 through the single clutch 240, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, and the first output gear 27, so that a third mechanical transmission path can be formed. In this mode, the second motor 210 can be adjusted in speed, so that the second differential 230 can receive the power from the engine 220 and the second motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0084] When the present embodiment determines that the second preset power-assisting control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, the first synchronizer 16 is controlled to engage the series driving gear 4a, and the second synchronizer 26 is controlled to engage the third driven gear 3b. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 210, thereby increasing the time that the engine 220 operates in the high-efficiency operating range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220.

[0085] On the basis of this embodiment, the third driving gear 3a and the third driven gear 3b of this embodiment are a medium-speed transmission gear pair. On the basis of the engine 220 driving the medium-speed transmission gear pair, energy is supplied in the form of power assistance through the second motor 210, thereby achieving a smooth and rapid increase from low speed to medium speed.

[0086] When the acquired vehicle parameter information satisfies the third preset parallel control strategy, the engine 220 is controlled to operate in a high-efficiency operating range, the first synchronizer 16 is controlled not to engage the series driving gear 4a, and the second synchronizer 26 is controlled to engage the third driven gear 3b, and a third mechanical transmission path is formed through the engine 220, the single clutch 240, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230, and a first electric transmission path is formed through the second motor 210, the motor output gear 212, the series driven gear 4b, the first output shaft 30, the second output gear 33, and the second differential 230 to enter the third preset parallel control mode. That is to say, at this time, the second motor 210 and the engine 220 can drive the second differential 230 at the same time. Specifically, the engine 220 realizes transmission connection with the second differential 230 through the single clutch 240, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second output shaft 20 and the second differential 230, and the second motor 210 can provide power to the second differential 230 through the first output shaft 30. In this way, under the third preset parallel control mode, the second motor 210 can adjust the speed, so that the second differential driven gear 231 can synchronously receive the power from the engine 220 and the second motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0087] When the third preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, controls the first synchronizer 16 to engage the series driving gear 4a, and controls the second synchronizer 26 to engage the third driven gear 3b. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 210, thereby increasing the time for the engine 220 to operate in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 210 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0088] When the acquired vehicle parameter information satisfies the second preset pure electric control strategy, the control unit forms a second pure electric transmission path through the second motor 210, the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the second preset pure electric control mode. In other words, the second motor 210 can be connected to the second differential 230 through the motor output shaft 211, the series driven gear 4b, the series driving gear 4a, the input shaft 10, the first driving gear 1a, the first driven gear 1b, the second synchronizer 26, the second output shaft 20, and the first output gear 27, that is, the second motor 210 can be connected to the second differential 230 through the first output shaft 30, the input shaft 10, and the second output shaft 20. Specifically, the input shaft 10 and the second output shaft 20 can be connected in transmission via the first driving gear 1a and the first driven gear 1b.

[0089] And, when the acquired vehicle parameter information satisfies the third preset pure electric control strategy, a third pure electric transmission path is formed through the second motor 210, the motor output gear 212, the series driven gear 4b, the series driving gear 4a, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, the first output gear 27, and the second differential 230 to enter the third preset pure electric control mode. That is to say, the second motor 210 can be connected to the second differential 230 through the motor output shaft 211, the series driven gear 4b, the series driving gear 4a, the input shaft 10, the third driving gear 3a, the third driven gear 3b, the second synchronizer 26, the second output shaft 20, and the first output gear 27, that is, the second motor 210 can be connected to the second differential 230 through the first output shaft 30, the input shaft 10, and the second output shaft 20. Specifically, the input shaft 10 and the second output shaft 20 can be connected to each other through the third driving gear 3a and the third driven gear 3b.

[0090] In this embodiment, the transmission drive paths include at least three, and different pure electric control modes are intelligently entered according to different needs to meet different driving requirements of the vehicle.

[0091] For example: when a short transmission path and low transmission loss are required, the vehicle is controlled to enter the first preset pure electric control mode. When a long transmission path and a large output speed ratio are required, the vehicle is controlled to enter the second preset pure electric control mode. When a long transmission path and a moderate output speed ratio are required, the vehicle is controlled to enter the third preset pure electric control mode.

[0092] In summary, when the power system S is in the first preset pure electric control mode, the second preset pure electric control mode, and the third preset pure electric control mode, the second motor 210 can output power to the wheels through the above-mentioned multiple paths with different speed ratios, thereby driving the vehicle to travel. In short, when the second motor 210 is used for starting, rapid acceleration, climbing, and normal speed driving, different optimal speed ratios can be selected respectively, so that the second motor 210 has the highest working efficiency.

[0093] In addition, the controller can also be configured to preset a regenerative braking mode and a preset electric reverse gear mode. For example, when the acquired vehicle parameter information meets the preset regenerative braking control strategy, the coupling device 32 synchronizes the series driven gear 4b with the first output shaft 30, so that the second motor 210 is connected to the second differential driven gear 231 through the motor output shaft 211, the motor output gear 212, the first output shaft 30, and the second output gear 33. As a result, the wheels will drag the second differential driven gear 231 to rotate, and then drag the second motor 210 to generate electricity. In this process, the second motor 210 will provide braking force to slow down the vehicle. That is, the second motor 210 can generate electricity by braking the vehicle.

[0094] For another example, when the acquired vehicle parameter information satisfies the preset electric reverse gear control strategy, the engagement device 32 synchronizes the series driven gear 4b with the first output shaft 30, and the power generated by the second motor 210 can be transmitted to the second differential 230 through the motor output shaft 211, the motor output gear 212, the first output shaft 30, the second output gear 33 and the second differential driven gear 231, thereby realizing the reverse of the vehicle. At this time, the direction of the second motor 210 is opposite to the direction of the second motor 210 when the vehicle is moving forward.

[0095] The transmission 100 of this embodiment reduces the number of mechanical gear positions, which not only reduces the production cost of the power system S, but also reduces the switching control between gear positions, thereby reducing the control complexity.

[0096] Reference Figure 2As shown, a first coupler 213 is provided on the motor shaft for selectively connecting the electric generator and the motor shaft gear. Since, when switching between the series charging mode and the parallel driving mode, the rotational inertia of the rotor of the electric generator is too large, the motor shaft gear and the series driven gear 4b cannot be disengaged, resulting in poor control accuracy of the power system S. Therefore, a first coupler 213 is added to the motor shaft. The first coupler 213 can be disengaged when the power system S mode is switched, that is, the electric generator is disconnected from the power system S, thereby reducing the overall rotational inertia of the power system S, which is beneficial to the control of the power system S and can also improve the reliability of the power system S in operation. Among them, the first coupler 213 can be a clutch, and the clutch can selectively disconnect the electric generator and the motor shaft gear.

[0097] The vehicle according to the second embodiment of the present invention includes the power system S of the above embodiment. Wherein, when the vehicle is in a low speed state during driving, that is, when the vehicle speed is lower than 40km / h, the power system S operates in a series power generation mode, in which the engine 220 operates in a high speed zone, for example, the speed is 2000-3000rpm, and part of the power of the engine 220 is used for driving, and part of the power is used for power generation. In addition, when the vehicle's power storage is higher than the preset power balance point value, for example: 80% or 70%, the power system S switches from the series power generation mode to the pure electric drive mode, that is, at this time, the vehicle is driven by the second motor 210 to achieve driving, so as to achieve the purpose of reducing the overall energy consumption of the vehicle.

[0098] If the vehicle speed is in a medium speed state, that is, the vehicle speed is between 40-75 km / h, the series charging mode is switched to the parallel driving mode, that is, at this time, the power system S can be in the second preset direct drive control mode. Alternatively, when the vehicle speed reaches a high speed state, that is, the vehicle speed is higher than 75 km / h, the power system S can be switched from the second preset direct drive control mode of the parallel mode to the third preset direct drive control mode.

[0099] That is, when the vehicle is running at a low speed, the power of the engine 220 and the second motor 210 are connected in parallel to drive the vehicle and store electricity; when the vehicle is running at a medium speed or a high speed, the power of the engine 220 and the second motor 210 are connected in parallel to drive the vehicle. Therefore, the power system S omits the mechanical gear of the low gear, which not only reduces the cost of the power system S, but also reduces the switching control between gears, thereby reducing the control complexity.

[0100] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention 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 should not be understood as limiting the present invention.

[0101] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0102] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power system, characterized in that: include: engine; Single clutch; A transmission, the transmission comprising: an input shaft and a first output shaft, the input shaft being connected to the engine via the single clutch, the input shaft being provided with a series driving gear, the first output shaft being provided with a series driven gear, the first end of the series driven gear being connected to the series driving gear; First motor; a first differential, wherein the first differential is connected to the first motor; a second motor, wherein an output shaft of the second motor is provided with a motor output gear, and the motor output gear is meshed with the second end of the series driven gear; a power battery, wherein a first end of the power battery is connected to the first motor, and a second end of the power battery is connected to the second motor; A controller, wherein the controller is configured to: when the acquired vehicle parameter information satisfies a preset series control strategy, control the engine to operate in a high-efficiency operation range, and form a series transmission path through the engine, the single clutch, the input shaft, the series driving gear, the series driven gear, the motor output gear, the second motor, the power battery, the first motor, and the first differential to enter a series control mode; The transmission further includes: a first synchronizer, the first synchronizer being arranged on the input shaft and the first side of which is provided with the series driving gear; A first driving gear, wherein the first driving gear is disposed on the input shaft; a second output shaft, on which a first driven gear and a first output gear are disposed, and the first driven gear is meshed with the first driving gear; The power system further includes: a second differential connected to the first output gear; The controller is further configured to: when the acquired vehicle parameter information satisfies a first preset direct drive control strategy, control the engine to work and control the first synchronizer not to engage the series driving gear, and form a first direct drive transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, so as to enter a first preset direct drive control mode; The transmission further comprises: an engagement device, the engagement device being arranged on the first output shaft, the engagement device being used for selectively engaging the series driven gear with the first output shaft, the first output shaft also being provided with a second output gear, the second output gear being drivingly connected to the second differential; The controller is also configured to: when the acquired vehicle parameter information satisfies a first preset parallel control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a first electric transmission path through the second motor, the motor output gear, the series driven gear, the first output shaft, the engagement device, the second output gear, and the second differential to enter a first preset parallel control mode.

2. The power system according to claim 1, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a first preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a first power-assist transmission path through the second motor, the motor output gear, the series driven gear, the series driving gear, the first synchronizer, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential to enter a first preset power-assist control mode.

3. The power system according to claim 1, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a first preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the series driving gear, and form a first mechanical transmission path through the engine, the single clutch, the input shaft, the first driving gear, the first driven gear, the second output shaft, the first output gear, and the second differential, and form a power generation transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the series driving gear, the series driven gear, the motor output gear, the second motor, and the power battery to enter a first preset collaborative control mode.

4. The power system according to claim 1, characterized in that: The controller is also configured to: when the acquired vehicle parameter information meets the first preset pure electric control strategy, a pure electric transmission path is formed through the second motor, the motor output gear, the series driven gear, the first output shaft, the coupling device, the second output gear, and the second differential to enter the first preset pure electric control mode.

5. The power system according to claim 1, characterized in that: The engagement device includes at least one of a single clutch and a synchronizer.

6. The power system according to claim 1, characterized in that: The transmission also includes: A second driving gear, the second driving gear is arranged on the input shaft, and the second driving gear is arranged on a second side of the first synchronizer; a second driven gear, the second driven gear being disposed on the second output shaft, the second driven gear being meshed with the second driving gear; The controller is also configured to: when the acquired vehicle parameter information satisfies a second preset direct drive control strategy, control the engine to operate and control the first synchronizer to engage the second driving gear, and form a second mechanical transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the second driving gear, the second driven gear, the second output shaft, the first output gear, and the second differential to enter a second preset direct drive control mode.

7. The power system according to claim 6, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a second preset parallel control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the second driving gear, and form a second mechanical transmission path through the engine, the single clutch, the input shaft, the first synchronizer, the second driving gear, the second driven gear, the second output shaft, the first output gear, and the second differential, and form a parallel electric transmission path through the second motor, the motor output gear, the series driven gear, the first output shaft, the engagement device, the second output gear, and the second differential to enter a second preset parallel control mode.

8. The power system according to claim 1, characterized in that: The transmission also includes: A third driving gear, the third driving gear being arranged on the input shaft; a second synchronizer, wherein the second synchronizer is disposed on the second output shaft, and the first driven gear is disposed on a first side of the second synchronizer; a third driven gear, the third driven gear being disposed on the second output shaft, the third driven gear being disposed on a second side of the second synchronizer; The controller is configured to: when the acquired vehicle parameter information satisfies the third preset direct drive control strategy, control the engine to operate, control the first synchronizer not to engage the series driving gear and control the second synchronizer to engage the third driven gear, and form a third mechanical transmission path through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to enter the third preset direct drive control mode.

9. The power system according to claim 8, characterized in that: When the acquired vehicle parameter information satisfies the second preset power-assist control strategy, the engine is controlled to operate in a high-efficiency operating range, the first synchronizer is controlled to engage the series driving gear and the second synchronizer is controlled to engage the third driven gear, and a third mechanical transmission path is formed through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential, and a second power-assist transmission path is formed through the second motor, the motor output gear, the series driven gear, the series driving gear, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential, so as to enter a second preset power-assist control mode.

10. The power system according to claim 8, characterized in that: When the acquired vehicle parameter information satisfies the third preset parallel control strategy, the engine is controlled to operate in a high-efficiency operating range, the first synchronizer is controlled not to engage the series driving gear and the second synchronizer is controlled to engage the third driven gear, and a third mechanical transmission path is formed through the engine, the single clutch, the input shaft, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential, and a first electric transmission path is formed through the second motor, the motor output gear, the series driven gear, the first output shaft, the second output gear, and the second differential, so as to enter the third preset parallel control mode.

11. The power system according to claim 8, characterized in that: The controller is further configured to: when the acquired vehicle parameter information satisfies a second preset pure electric control strategy, control the second motor, the motor output gear, the series driven gear, the series driving gear, the input shaft, the first driving gear, the first driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to form a second pure electric transmission path to enter a second preset pure electric control mode; Alternatively, the controller is further configured to: when the acquired vehicle parameter information satisfies the third preset pure electric control strategy, a third pure electric transmission path is formed through the second motor, the motor output gear, the series driven gear, the series driving gear, the third driving gear, the third driven gear, the second synchronizer, the second output shaft, the first output gear, and the second differential to enter the third preset pure electric control mode.

12. A vehicle, characterized in that: A power system comprising any one of claims 1-11.

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