Powertrain and Vehicle

Abstract

This application discloses a power system and a vehicle, belonging to the field of vehicle drive. The power system includes a drive mechanism and a disengagement mechanism. A drive component is connected to one end of a transmission input shaft, and one end of a transmission output shaft is connected to the wheel to be driven in the vehicle. The disengagement mechanism is connected to both the transmission input shaft and the transmission output shaft. Thus, by controlling the transmission connection between the ends of the transmission input shaft and the transmission output shaft through the disengagement mechanism, the drive component can drive the transmission input shaft, the disengagement mechanism, and the transmission output shaft to rotate synchronously. This enables the driving force of the drive component to be output to the wheel to be driven in the vehicle, thereby driving the wheel to rotate. Furthermore, the disengagement mechanism also controls the disconnection of the transmission connection between the transmission input shaft and the transmission output shaft, i.e., disconnecting the mechanical connection between the drive component and the wheel, reducing the drag torque and mechanical resistance generated by the drive component during vehicle operation, effectively reducing the vehicle's energy consumption.

Description

Technical Field

[0001] This application relates to the field of vehicle drive technology, and in particular to a power system and a vehicle. Background Technology

[0002] PHEV vehicles are now widely used in the automotive industry, and the P4 electric axle, as an auxiliary drive system, enhances vehicle acceleration performance. The main drive system and the auxiliary drive system enable the switching between two-wheel drive and four-wheel drive modes.

[0003] When the vehicle is in two-wheel drive mode, the auxiliary drive system does not generate power and remains dormant. However, because the auxiliary drive system is normally connected to the vehicle's wheels, it generates mechanical resistance during vehicle operation, resulting in higher power consumption. Summary of the Invention

[0004] This application provides a power system and a vehicle. It solves the problem in the prior art where the resistance generated by the auxiliary drive system leads to high power consumption when the vehicle is in two-wheel drive mode. The technical solution is as follows:

[0005] On the one hand, a power system is provided, the power system comprising:

[0006] Drive mechanism and disengagement mechanism;

[0007] The drive mechanism includes: a drive component, a transmission input shaft, and a transmission output shaft. The drive component is drively connected to a first end of the transmission input shaft, and the first end of the transmission output shaft is used to connect to the wheel of the vehicle to be driven.

[0008] The disengagement mechanism is connected to the second end of the transmission input shaft and the second end of the transmission output shaft respectively, and the disengagement mechanism is configured to: control the transmission connection between the second end of the transmission input shaft and the second end of the transmission output shaft so that the driving component drives the transmission input shaft, the disengagement mechanism and the transmission output shaft to rotate synchronously; or, control the transmission connection between the second end of the transmission input shaft and the second end of the transmission output shaft to be disconnected.

[0009] Optionally, the disengagement mechanism includes: a first transmission component, a second transmission component, a rotational adapter, and a control component;

[0010] The first transmission member is connected to the second end of the transmission input shaft, and the second transmission member is connected to the second end of the transmission output shaft; the first end of the rotating adapter is movably connected to the side of the second transmission member opposite to the transmission output shaft, and the second end of the rotating adapter is detachably connected to the first transmission member;

[0011] The control component is connected to the rotating adapter, and the control component is configured to: drive the rotating adapter to move in a direction close to the first transmission member so that the second end of the rotating adapter is connected to the first transmission member; or drive the rotating adapter to move in a direction away from the first transmission member so that the second end of the rotating adapter is separated from the first transmission member.

[0012] Optionally, the second transmission member has a connecting pin on the edge portion facing the first transmission member, and the first end of the rotating adapter has a connecting hole. The rotating adapter is sleeved on the connecting pin through the connecting hole, and the axis of the connecting pin is parallel to the axis of the second transmission member. The second end of the rotating adapter has a snap-fit ​​portion, and the outer side surface of the first transmission member has a snap-fit ​​groove that mates with the snap-fit ​​portion.

[0013] The control component is configured to: drive the second end of the rotating adapter to move in a direction close to the first transmission member, so that the locking part is locked into the locking groove; or drive the second end of the rotating adapter to move in a direction away from the first transmission member, so that the locking part is separated from the locking groove.

[0014] Optionally, the disengagement mechanism further includes: an auxiliary driving member, which is arranged along a first direction with the rotating connector, and the auxiliary driving member is slidably connected to the outer side of the second transmission member, wherein the first direction is parallel to the axis of the second transmission member;

[0015] The rotating adapter includes: a rotating adapter body and a first elastic element. The first end of the rotating adapter body has the connecting hole, and the second end of the rotating adapter body has the snap-fit ​​portion. The first elastic element is connected to the rotating adapter body and the second transmission component respectively.

[0016] The control component is connected to the auxiliary drive component, and the control component is configured to: drive the auxiliary drive component to move along the first direction to contact the rotating adapter body, and then drive the snap-fit ​​portion to move along the direction close to the snap-fit ​​groove to connect with the snap-fit ​​groove; or, drive the auxiliary drive component to move in the opposite direction to the first direction to separate from the rotating adapter body.

[0017] Optionally, the auxiliary drive member has a first inclined surface on the side near the rotating adapter body, and the second end of the rotating adapter body has a second inclined surface that cooperates with the first inclined surface on the side near the auxiliary drive member.

[0018] The control component is configured to: drive the auxiliary drive member to move along the first direction so that the first inclined surface and the second inclined surface contact each other, thereby driving the second end of the rotating adapter body to rotate around the axis of the connecting pin so that the snap-fit ​​portion connects with the snap-fit ​​groove.

[0019] Optionally, the disengagement mechanism further includes: a support shell having a cavity, at least a portion of the first transmission member and at least a portion of the second transmission member being located within the cavity, the support shell being fixedly connected to one of the first transmission member and the second transmission member, the rotating adapter being located within the cavity, and the control component being located within the cavity and connected to the inner wall of the cavity.

[0020] Optionally, the control component includes: a drive motor and a transmission component, wherein the drive motor is connected to the inner wall of the cavity, and the transmission component is connected to the drive motor and the rotating adapter respectively;

[0021] The drive motor is configured to drive the rotating adapter to move via the transmission component.

[0022] Optionally, the transmission component includes: a drive gear and a rack meshing with the drive gear, the drive gear being fixedly connected to the output shaft of the drive motor, the rack being fixed on the outer wall of the rotating adapter, and the extending direction of the rack being parallel to the movement direction of the rotating adapter.

[0023] Optionally, the rotating adapter is magnetic, and the control component includes a magnetic component connected to the inner wall of the cavity;

[0024] The magnetic component is configured to generate different magnetic forces with the rotating adapter, causing the rotating adapter to move in a direction closer to the first transmission member; or, causing the rotating adapter to move in a direction away from the first transmission member.

[0025] On the other hand, a vehicle is provided, the vehicle comprising:

[0026] The vehicle body, and the power system installed within the vehicle body, wherein the power system is any of the power systems described above.

[0027] The beneficial effects of the technical solutions provided in this application include at least the following:

[0028] A power system may include a drive mechanism and a disengagement mechanism. The drive mechanism connects a drive component to one end of a transmission input shaft, and one end of a transmission output shaft is connected to the wheel to be driven in the vehicle. The disengagement mechanism is connected to both the other ends of the transmission input shaft and the transmission output shaft. This disengagement mechanism controls the transmission connection between the second ends of the transmission input shaft and the transmission output shaft, allowing the drive component to drive the transmission input shaft, disengagement mechanism, and transmission output shaft to rotate synchronously. This enables the drive force of the drive component to be output to the wheel to be driven in the vehicle, thereby driving the wheel. Furthermore, the disengagement mechanism can also disconnect the transmission connection between the transmission input shaft and the transmission output shaft, thus breaking the mechanical connection between the drive component and the wheel. This reduces the drag torque and mechanical resistance generated by the drive component during vehicle operation, effectively reducing vehicle energy consumption. Moreover, the disengagement mechanism in this application does not require changes to the structure of the drive component in the power system, meaning it does not affect the existing drive system structure of the vehicle. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of a power system provided in an embodiment of this application;

[0031] Figure 2 yes Figure 1 The diagram shows the effect of disconnecting the transmission input shaft and transmission output shaft in the power system.

[0032] Figure 3 This is a schematic diagram of another power system provided in an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of another power system provided in the embodiments of this application;

[0034] Figure 5 This is a schematic diagram of the connection between a first transmission member and a rotating adapter provided in an embodiment of this application;

[0035] Figure 6 This is a schematic diagram of another power system provided in the embodiments of this application;

[0036] Figure 7 This is a schematic diagram of the connection between a rotating adapter and a second transmission component provided in an embodiment of this application;

[0037] Figure 8 This is a schematic diagram of the structure of a power system provided in another embodiment of this application;

[0038] Figure 9 This is a schematic diagram of another power system provided in another embodiment of this application;

[0039] Figure 10 This is a schematic diagram of the structure of another power system provided in another embodiment of this application;

[0040] Figure 11 This is a schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0042] Please refer to Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the structure of a power system provided in an embodiment of this application. Figure 2 yes Figure 1 The diagram illustrates the effect of disconnecting the input and output shafts of the powertrain system. The powertrain can be integrated into the vehicle, providing power for driving the vehicle when the powertrain is in normal operating condition.

[0043] The power system may include a drive mechanism 100 and a disengagement mechanism 200.

[0044] The drive mechanism 100 in the power system may include: a drive component 101, a transmission input shaft 102 and a transmission output shaft 103. The drive component 101 may be connected to the first end of the transmission input shaft 102, and the first end of the transmission output shaft 103 may be used to connect to the wheel of the vehicle to be driven.

[0045] The disengagement mechanism 200 in the power system can be connected to the second end of the transmission input shaft 102 and the second end of the transmission output shaft 103 respectively, and the disengagement mechanism 200 can be configured to: control the transmission connection between the second end of the transmission input shaft 102 and the second end of the transmission output shaft 103 so that the drive component 101 drives the transmission input shaft 102, the disengagement mechanism 200 and the transmission output shaft 103 to rotate synchronously; or, control the transmission connection between the second end of the transmission input shaft 102 and the second end of the transmission output shaft 103 to be disconnected.

[0046] In this embodiment, the drive component 101 in the drive mechanism 100 is connected to one end of the transmission input shaft 102, and one end of the transmission output shaft 103 is connected to the wheel to be driven in the vehicle. The disengagement mechanism 200 is connected to the other end of the transmission input shaft 102 and the other end of the transmission output shaft 103. Thus, the disengagement mechanism 200 controls the transmission connection between the second end of the transmission input shaft 102 and the second end of the transmission output shaft 103, enabling the drive component 101 to drive the transmission input shaft 102, the disengagement mechanism 200, and the transmission output shaft 103 to rotate synchronously. This achieves the output of the driving force of the drive component 101 to the wheel to be driven in the vehicle, thereby driving the wheel to rotate. Furthermore, the disengagement mechanism 200 can also disconnect the transmission connection between the transmission input shaft 102 and the transmission output shaft 103, i.e., disconnect the mechanical connection between the drive component 101 and the wheel, reducing the drag torque and mechanical resistance generated by the drive component during vehicle operation, effectively reducing the vehicle's energy consumption. Furthermore, the disengagement mechanism 200 in this application does not require any changes to the structure of the drive components in the power system, that is, it does not affect the current drive system structure of the vehicle.

[0047] It should be noted that the aforementioned power system can serve as an auxiliary drive system for the vehicle. After the drive components in the power system are connected to the wheels to be driven, it can provide auxiliary driving force for the vehicle's movement, enabling the vehicle to move under the combined drive of this auxiliary driving force and the original main driving force.

[0048] In summary, this application provides a power system that may include a drive mechanism and a disengagement mechanism. The drive mechanism connects a drive component to one end of a transmission input shaft, and one end of a transmission output shaft is connected to the vehicle's wheel to be driven. The disengagement mechanism is connected to both the other ends of the transmission input shaft and the transmission output shaft. Thus, the disengagement mechanism controls the transmission connection between the second ends of the transmission input shaft and the transmission output shaft, enabling the drive component to drive the transmission input shaft, disengagement mechanism, and transmission output shaft to rotate synchronously. This allows the driving force of the drive component to be output to the wheel to be driven in the vehicle, thereby driving the wheel to rotate. Furthermore, the disengagement mechanism can also disconnect the transmission connection between the transmission input shaft and the transmission output shaft, i.e., disconnect the mechanical connection between the drive component and the wheel, reducing the drag torque and mechanical resistance generated by the drive component during vehicle operation, effectively reducing the vehicle's energy consumption.

[0049] Optional, please refer to Figure 3 , Figure 3This is a schematic diagram of another power system provided in an embodiment of this application. The disengagement mechanism 200 in the power system may include: a first transmission member 201, a second transmission member 202, a rotating adapter 203, and a control component 204. The first transmission member 201 can be connected to the second end of the transmission input shaft 102, the second transmission member 202 can be connected to the second end of the transmission output shaft 103, the first end of the rotating adapter 203 can be movably connected to the side of the second transmission member 202 opposite to the transmission output shaft 103, and the second end of the rotating adapter 204 can be detachably connected to the first transmission member 201. The control component 204 can be connected to the rotating adapter 203, and the control component 204 can be configured to: drive the rotating adapter 203 to move in a direction close to the first transmission member 201, so that the second end of the rotating adapter 203 can be connected to the first transmission member 201; or drive the rotating adapter 203 to move in a direction away from the first transmission member 201, so that the second end of the rotating adapter 203 is separated from the first transmission member 201.

[0050] In this configuration, the first transmission member 201 in the disengagement mechanism 200 is connected to the other end of the transmission input shaft 102, the second transmission member 202 is connected to the other end of the transmission output shaft 103, and the first end of the rotating adapter 203 is movably connected to the side of the second transmission member 202 opposite to the transmission output shaft 103. Thus, after the control component 204 is connected to the rotating adapter 203, the control component 204 can drive the rotating adapter 203 to move closer to the first transmission member 201, allowing the second end of the rotating adapter 203 to connect with the first transmission member 201. In this way, as the drive component 101 drives the transmission input shaft 102 and the first transmission member 201 to rotate, it simultaneously drives the rotating adapter 203 and the second transmission member 202 to rotate, thereby driving the transmission output shaft 103 to rotate the wheel. Furthermore, the control component 204 can drive the rotating adapter 203 to move away from the first transmission member 201, allowing the second end of the rotating adapter 203 to separate from the first transmission member 201. Thus, during vehicle operation, the transmission output shaft 103 and the second transmission component 202 are not affected by the drag torque and mechanical resistance of the drive component 101 during rotation, thereby effectively reducing the energy consumption of the vehicle during operation.

[0051] For example, the center lines of the transmission input shaft 102 and the transmission output shaft 103 in the drive mechanism 100 can be parallel, the center lines of the first transmission member 201 and the second transmission member 202 can be parallel, and the center lines of the first transmission member 201, the second transmission member 202, the transmission input shaft 102 and the transmission output shaft 103 can all be parallel.

[0052] In the embodiments of this application, please refer to Figure 4 and Figure 5 , Figure 4 This is a schematic diagram of another power system provided in the embodiments of this application. Figure 5 This is a schematic diagram illustrating the connection between a first transmission member and a rotating adapter according to an embodiment of this application. The edge portion of the second transmission member 202 facing the first transmission member 201 may have a connecting pin 202a. The first end of the rotating adapter 203 may have a connecting hole 203a, through which the rotating adapter 203 can be sleeved onto the connecting pin 202a. The axis of the connecting pin 202a may be parallel to the axis of the second transmission member 202. The second end of the rotating adapter 203 may have a locking portion 203b, and the outer surface of the first transmission member 201 may have a locking groove 201a that mates with the locking portion 203b. The control component 204 in the power system may be configured to drive the second end of the rotating adapter 203 to move in a direction close to the first transmission member 201, so that the locking portion 203b in the rotating adapter 203 can engage with the locking groove 201a in the first transmission member 201. Alternatively, the second end of the rotating adapter 203 may be moved away from the first transmission member 201 to separate the snap-fit ​​portion 203b in the rotating adapter 203 from the snap-fit ​​groove 201a in the first transmission member 201.

[0053] In this configuration, by providing a connecting hole 203a at the first end of the rotating adapter 203 and a connecting pin 202a on the side of the second transmission member 202 facing the first transmission member 201, the first end of the rotating adapter 203 can be sleeved onto the connecting pin 202a through the connecting hole 203a. After the snap-fit ​​portion 203b on the second end of the rotating adapter 203 snaps into the snap-fit ​​groove 201a in the first transmission member 201, during the rotation of the first transmission member 201 around its axis, the rotating adapter 203 can drive the second transmission member 202 to rotate around its axis through the cooperation of the connecting hole 203a and the connecting pin 202a. Furthermore, after the snap-fit ​​portion 203b on the second end of the rotating adapter 203 separates from the snap-fit ​​groove 201a in the first transmission member 201, even if the second transmission member 202 and the rotating connector 203 rotate under the driving action of the transmission output shaft 103 and the wheel, they will not drive the first transmission member 201 to rotate, thus realizing the disconnection of the mechanical connection between the driving component 101 and the wheel to be driven.

[0054] Optional, please refer to Figure 6 and Figure 7 , Figure 6 This is a schematic diagram of another power system provided in an embodiment of this application. Figure 7This is a schematic diagram illustrating the connection between a rotating adapter and a second transmission component according to an embodiment of this application. The disengagement mechanism 200 in the power system further includes an auxiliary drive component 205, which can be arranged along a first direction f1 with the rotating adapter 203, and can be slidably connected to the outer surface of the second transmission component 202. The first direction f1 can be parallel to the axis of the second transmission component 202. The rotating adapter 204 can include a rotating adapter body A1 and a first elastic element A2. The first end of the rotating adapter body A1 can have a connecting hole 203a, and the second end of the rotating adapter body A1 can have a locking portion 203b. The first elastic element A2 can be connected to the rotating adapter body A1 and the second transmission component 202 respectively. The control component 204 can be connected to the auxiliary drive component 205, and the control component 204 can also be configured to: drive the auxiliary drive component 205 to move along the first direction f1 to contact the rotating adapter body A1, and then drive the locking portion 203b in the rotating adapter body A1 to move along the direction close to the locking groove 201a to connect with the locking groove 201a. Alternatively, drive the auxiliary drive component 205 to move in the opposite direction to the first direction f1 to separate from the rotating adapter body A1. For example, the auxiliary drive component 205 and the second transmission component 202 can be slidably connected by a slide rail and a slider (not shown in the figure), and the auxiliary drive component 205 can rotate synchronously with the second transmission component 202.

[0055] In this situation, when the disengagement mechanism 200 switches the transmission input shaft 102 and transmission output shaft 103 from a disconnected state to a connected state, the control component 204 drives the auxiliary drive component 205 to move along the first direction f1 to contact the rotating adapter body A1, and then drives the locking portion 203b in the rotating adapter body A1 to move along the direction close to the locking groove 201a, so that the locking portion 203b connects with the locking groove 201a. When the disengagement mechanism 200 switches the transmission input shaft 102 and transmission output shaft 103 from a connected state to a disconnected state, the control component 204 drives the auxiliary drive component 205 to move in the opposite direction to the first direction f1, so that the auxiliary drive component 205 separates from the rotating adapter body A1. At the same time, the first elastic element A2 can reset the rotating adapter body A1, and under the elastic force of the first elastic element A2, the locking portion 203b in the rotating adapter body A1 separates from the locking groove 201a in the first transmission component 201.

[0056] It should be noted that during the rotation of the adapter body A1 to connect the locking part 203b in the adapter body A1 and the locking groove 201a in the first transmission member 201, the first elastic element A2 connected to the adapter body A1 can generate a certain elastic force, that is, store a certain elastic potential energy. Then, when the disengagement mechanism 200 switches the transmission input shaft 102 and transmission output shaft 103 from the connected state to the disconnected state, the first elastic element A2 can drive the adapter body A1 to separate from the first transmission member 201. It should also be noted that by providing the auxiliary drive member 205, the control component 204 contacts the adapter body A1 through the auxiliary drive member 205, thereby pushing the adapter body A1 to move. This ensures that friction only occurs between the auxiliary drive member 205 and the adapter body A1, preventing the control component 204 from directly contacting and rubbing against the adapter 203.

[0057] In the embodiments of this application, such as Figure 6 As shown, the auxiliary drive member 205 may have a first inclined surface a1 on the side near the rotating adapter body A1, and the second end of the rotating adapter body A1 may have a second inclined surface a2 that mates with the first inclined surface a1 on the side near the auxiliary drive member 205. The control component 204 in the power system may be configured to: drive the auxiliary drive member 205 to move along a first direction f1 so that the first inclined surface a1 in the auxiliary drive member 205 and the second inclined surface a2 in the rotating adapter body A1 come into contact, thereby driving the second end of the rotating adapter body A1 to rotate about the axis of the connecting pin 202a, so that the locking part 203b connects with the locking groove 201a. In this case, the first inclined surface a1 is provided on the side of the auxiliary drive member 205 near the rotating adapter body A1, and the second inclined surface a2 is provided on the side of the second end of the rotating adapter body A1 near the auxiliary drive member 205. Thus, after the auxiliary drive member 205 moves along the first direction f1 to make the first inclined surface a1 contact the second inclined surface a2, the auxiliary drive member 205 continues to move so that the second end of the rotating adapter body A1 can rotate around the axis of the connecting pin 202a, so that the snap-fit ​​part 203b can connect with the snap-fit ​​groove 201a.

[0058] It should be noted that in other possible implementations, the control component 204 drives the auxiliary drive component 205 to move along the first direction f1. After contacting the rotating adapter body A1, the auxiliary drive component 205 can push the rotating adapter body A1 to also move along the first direction f1, so that the locking part 203b in the rotating adapter body A1 can move into the locking groove 201a in the first transmission component 201 and engage with the locking groove 201a. Here, when the rotating adapter body A1 moves along the first direction f1, the connecting hole 203a of the rotating adapter body A1 can move a certain distance relative to the connecting pin 202a on the second transmission component 202, but the connecting hole 203a will not fall off the connecting pin 202a.

[0059] Optional, please refer to Figure 8 , Figure 8 This is a schematic diagram of a power system provided in another embodiment of this application. The disengagement mechanism 200 may further include: a support shell 206, which may have a cavity b1. At least a portion of the first transmission member 201 and at least a portion of the second transmission member 202 may be located within the cavity b1 of the support shell 206. The support shell 206 may be fixedly connected to one of the first transmission member 201 and the second transmission member 202. A rotating adapter 203 may be located within the cavity b1 of the support shell 206. A control component 204 may be located within the cavity b1 and connected to the inner wall of the cavity b1. In this case, by setting the support shell 206, at least a portion of the first transmission member 201, at least a portion of the second transmission member 202, the rotating adapter 203, and the control component 204 are all located within the cavity b1 of the support shell 206, so that the support shell 206 can provide a certain degree of protection for multiple components. In this application, as... Figure 8 As shown, when the disengagement mechanism includes an auxiliary drive member 205, the auxiliary drive member 205 can also be located within the cavity b1 of the support housing 206. The disengagement mechanism 200 may further include a second elastic element A3, which is located on the side of the auxiliary drive member 205 away from the rotating adapter 203, and one end of the second elastic element A3 is connected to the auxiliary drive member 205, while the other end can be connected to the inner wall of the cavity b1 in the support housing 206.

[0060] In the embodiments of this application, the control component in the disengagement mechanism can be implemented in various ways. The following embodiments of this application illustrate two possible implementation methods as examples:

[0061] For the first optional implementation method, please refer to... Figure 9 , Figure 9This is a schematic diagram of another power system provided in another embodiment of this application. The control component 204 in the disengagement mechanism 200 may include a drive motor 204a and a transmission component 204b. The drive motor 204a may be connected to the inner wall of the cavity b1 of the support shell 206, and the transmission component 204b may be connected to both the drive motor 204a and the rotating adapter 203. The drive motor 204a may be configured to drive the rotating adapter 203 to move via the transmission component 204b. In this case, by providing the drive motor 204a and transmission component 204b in the control component 204, and connecting the drive motor 204a to the rotating adapter 203 via the transmission component 204b, the drive motor 204a, when in operation, can drive the rotating adapter 203 to move towards the first transmission component 201, or drive the rotating adapter 203 to move away from the first transmission component 201, via the transmission component 204b. It should be noted that when the disengagement mechanism 200 includes an auxiliary drive 205, the transmission component 204b in the control assembly 204 can also be connected to the auxiliary drive 205.

[0062] In this application, as Figure 9 As shown, the transmission component 204b in the control assembly 204 may include a drive gear B1 and a rack B2 meshing with the drive gear B1. The drive gear B1 may be fixedly connected to the output shaft of the drive motor 204a, and the rack B2 may be fixed on the outer wall of the rotating adapter 203, with the extension direction of the rack B2 parallel to the movement direction of the rotating adapter 203. In this case, when the drive motor 204a is in operation, it can drive the drive gear B1 to rotate around the axis of the output shaft of the drive motor 204a, thereby driving the rack B2 and the rotating adapter 203 to move synchronously.

[0063] For the second optional implementation method, please refer to... Figure 10 , Figure 10This is a schematic diagram of another power system provided in another embodiment of this application. The rotating adapter 203 may be magnetic, and the control component 204 may include a magnetic component 204c, which can be connected to the inner wall of the cavity b1 of the support shell 206. The magnetic component 204c can be configured to generate different magnetic forces with the rotating adapter 203, allowing the rotating adapter 203 to move in a direction close to the first transmission member 201, or to move the rotating adapter 203 away from the first transmission member 201. For example, a magnet may be provided on the side of the rotating adapter 203, or the rotating adapter may be made of a magnetic component, and the magnetic component 204c in the control component 204 may be a coil fixed to the inner wall of the cavity b1 of the support shell 206. When current is applied to the coil in different directions, the rotating adapter 203 can move in different directions under the action of magnetic force. It should be noted that when the disengagement mechanism 200 includes an auxiliary drive member 205, the auxiliary drive member 205 may be magnetic or a magnet may be provided on the side of the auxiliary drive member 205.

[0064] Optionally, the number of rotating adapters 203 and the number of control components 204 in this embodiment can be multiple, and the multiple rotating adapters 203 can be connected one-to-one with the multiple control components 204. Furthermore, the multiple rotating adapters 203 can be distributed around the axis of the first transmission member 201 and the axis of the second transmission member 202, ensuring force balance at multiple connection points between the first transmission member 201 and the multiple rotating adapters 203 after connection with the first transmission member 201. For example, the first transmission member 201 can have multiple locking grooves 201a arranged circumferentially along the first transmission member 201, and the second end of each of the multiple rotating adapters 203 has a locking portion 203b that mates with the locking groove 201a. When the disengagement mechanism 200 also includes an auxiliary drive member 205, the multiple auxiliary drive members 205 are distributed around the axis of the second transmission member 202, and the multiple auxiliary drive members 205 correspond one-to-one with the multiple rotating transition members 203.

[0065] In summary, this application provides a power system that may include a drive mechanism and a disengagement mechanism. The drive mechanism connects a drive component to one end of a transmission input shaft, and one end of a transmission output shaft is connected to the vehicle's wheel to be driven. The disengagement mechanism is connected to both the other ends of the transmission input shaft and the transmission output shaft. Thus, the disengagement mechanism controls the transmission connection between the second ends of the transmission input shaft and the transmission output shaft, enabling the drive component to drive the transmission input shaft, disengagement mechanism, and transmission output shaft to rotate synchronously. This allows the driving force of the drive component to be output to the wheel to be driven in the vehicle, thereby driving the wheel to rotate. Furthermore, the disengagement mechanism can also disconnect the transmission connection between the transmission input shaft and the transmission output shaft, i.e., disconnect the mechanical connection between the drive component and the wheel, reducing the drag torque and mechanical resistance generated by the drive component during vehicle operation, effectively reducing the vehicle's energy consumption.

[0066] This application also provides a vehicle, please refer to... Figure 11 , Figure 11 This is a schematic diagram of a vehicle provided in an embodiment of this application. The vehicle may include: a vehicle body 001, and a power system 000 installed within the vehicle body. The power system 000 can be any of the power systems given above. For example, the drive component 101 in the power system 000 may include an auxiliary drive motor and a differential connected to the auxiliary drive motor. When the disengagement mechanism 200 in the power system disconnects the transmission connection between the transmission input shaft 102 and the transmission output shaft 103, the auxiliary drive motor, which does not need to participate in driving, is disengaged when the dual-motor electric four-wheel drive vehicle is in two-wheel drive mode, or the differential, which participates in transmission, is disengaged. This prevents the auxiliary drive motor, which does not participate in driving, from idling, and also prevents the differential, which does not participate in driving, from idling, thus reducing vehicle wear. Furthermore, the disengagement mechanism in this application does not require any changes to the structure of the drive component in the power system, i.e., it does not affect the current overall vehicle drive system structure.

[0067] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0068] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A power system, characterized in that, include: Drive mechanism (100) and disengagement mechanism (200); The drive mechanism (100) includes: a drive component (101), a transmission input shaft (102) and a transmission output shaft (103). The drive component (101) is connected to the first end of the transmission input shaft (102), and the first end of the transmission output shaft (103) is used to connect to the wheel of the vehicle to be driven. The disengagement mechanism (200) is connected to the second end of the transmission input shaft (102) and the second end of the transmission output shaft (103) respectively, and the disengagement mechanism (200) is configured to: control the transmission connection between the second end of the transmission input shaft (102) and the second end of the transmission output shaft (103) so that the drive component (101) drives the transmission input shaft (102), the disengagement mechanism (200) and the transmission output shaft (103) to rotate synchronously; or, control the transmission connection between the second end of the transmission input shaft (102) and the second end of the transmission output shaft (103) to be disconnected; The disengagement mechanism (200) includes: a first transmission component (201), a second transmission component (202), a rotation adapter (203), and a control component (204); The first transmission member (201) is connected to the second end of the transmission input shaft (102), and the second transmission member (202) is connected to the second end of the transmission output shaft (103); the first end of the rotating adapter (203) is movably connected to the side of the second transmission member (202) away from the transmission output shaft (103), and the second end of the rotating adapter (203) is detachably connected to the first transmission member (201); The control component (204) is connected to the rotating connector (203), and the control component (204) is configured to: drive the rotating connector (203) to move in a direction close to the first transmission member (201) so that the second end of the rotating connector (203) is connected to the first transmission member (201); or, drive the rotating connector (203) to move in a direction away from the first transmission member (201) so that the second end of the rotating connector (203) is separated from the first transmission member (201); The second transmission member (202) has a connecting pin (202a) on the edge portion facing the first transmission member (201). The first end of the rotating adapter (203) has a connecting hole (203a). The rotating adapter (203) is sleeved on the connecting pin (202a) through the connecting hole (203a). The axis of the connecting pin (202a) is parallel to the axis of the second transmission member (202). The second end of the rotating adapter (203) has a snap-fit ​​portion (203b). The outer surface of the first transmission member (201) has a snap-fit ​​groove (201a) that mates with the snap-fit ​​portion (203b). The control component (204) is configured to: drive the second end of the rotating adapter (203) to move in a direction close to the first transmission member (201) so that the snap-fit ​​portion (203b) snaps into the snap-fit ​​groove (201a); or drive the second end of the rotating adapter (203) to move in a direction away from the first transmission member (201) so that the snap-fit ​​portion (203b) separates from the snap-fit ​​groove (201a).

2. The power system according to claim 1, characterized in that, The disengagement mechanism further includes: an auxiliary drive component (205), which is arranged along a first direction (f1) with the rotating adapter component (203), and the auxiliary drive component (205) is slidably connected to the outer side of the second transmission component (202), and the first direction is parallel to the axis of the second transmission component (202); The rotating adapter (203) includes: a rotating adapter body (A1) and a first elastic element (A2). The first end of the rotating adapter body (A1) has the connecting hole (203a), and the second end of the rotating adapter body (A1) has the snap-fit ​​portion (203b). The first elastic element (A2) is connected to the rotating adapter body (A1) and the second transmission member (202) respectively. The control component (204) is connected to the auxiliary drive component (205), and the control component (204) is configured to: drive the auxiliary drive component (205) to move along the first direction (f1) to contact the rotating adapter body (A1), and then drive the snap-fit ​​portion (203b) to move along the direction close to the snap-fit ​​groove (201a) to connect with the snap-fit ​​groove (201a); or, drive the auxiliary drive component (205) to move in the opposite direction to the first direction to separate from the rotating adapter body (A1).

3. The power system according to claim 2, characterized in that, The auxiliary drive member (205) has a first inclined surface (a1) on the side near the rotating adapter body (A1), and the second end of the rotating adapter body (A1) has a second inclined surface (a2) that cooperates with the first inclined surface (a1) on the side near the auxiliary drive member (205). The control component (204) is configured to drive the auxiliary drive component (205) to move along the first direction so that the first inclined surface (a1) and the second inclined surface (a2) come into contact, thereby driving the second end of the rotating adapter body (A1) to rotate around the axis of the connecting pin (202a) so that the snap-fit ​​portion (203b) connects with the snap-fit ​​groove (201a).

4. The power system according to any one of claims 1-3, characterized in that, The disengagement mechanism further includes: a support shell (206) having a cavity (b1), at least a portion of the first transmission member (201) and at least a portion of the second transmission member (202) being located within the cavity (b1), the support shell (206) being fixedly connected to one of the first transmission member (201) and the second transmission member (202), the rotating adapter (203) being located within the cavity (b1), and the control component (204) being located within the cavity (b1) and connected to the inner wall of the cavity (b1).

5. The power system according to claim 4, characterized in that, The control component (204) includes a drive motor (204a) and a transmission component (204b). The drive motor (204a) is connected to the inner wall of the cavity (b1), and the transmission component (204b) is connected to the drive motor (204a) and the rotating adapter (203) respectively. The drive motor (204a) is configured to drive the rotating adapter (203) to move via the transmission component (204b).

6. The power system according to claim 5, characterized in that, The transmission component (204b) includes a drive gear (B1) and a rack (B2) meshing with the drive gear (B1). The drive gear (B1) is fixedly connected to the output shaft of the drive motor (204a). The rack (B2) is fixed on the outer wall of the rotating adapter (203), and the extending direction of the rack (B2) is parallel to the movement direction of the rotating adapter (203).

7. The power system according to claim 4, characterized in that, The rotating adapter (203) is magnetic, and the control assembly (204) includes a magnetic component (204c) connected to the inner wall of the cavity (b1). The magnetic component (204c) is configured to generate different magnetic forces with the rotating adapter (203), causing the rotating adapter (203) to move in a direction closer to the first transmission member (201); or, causing the rotating adapter (203) to move in a direction away from the first transmission member (201).

8. A vehicle, characterized in that, include: The vehicle body, and the power system installed in the vehicle body, wherein the power system is the power system described in any one of claims 1-7.

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