Electric control coupling box and automobile power system

Abstract

The invention provides an electric control coupling box and an automobile power system.The power system further comprises an engine, a motor, an electric control unit, a motor and the electric control coupling box, the motor is connected with and drives rear wheels of an automobile to rotate, and the electric control coupling box is connected with a differential mechanism of front wheels of the automobile; the engine can be connected with and drive the differential through the electric control coupling box, the motor can be connected with and drive the differential through the electric control coupling box, and the engine and the motor can be connected through the electric control coupling box. According to the power system, the two motors are matched with the electric control gearbox system, switching of two-wheel drive and four-wheel drive is achieved, switching of pure electric four-wheel drive and hybrid four-wheel drive is achieved, arbitrary combination and switching of electric drive, hybrid drive and pure oil drive are achieved, and the power system is small in occupied space, easier in whole vehicle arrangement, low in cost, mature in process technology and beneficial to application and popularization.

Description

Technical Field

[0001] The invention belongs to the technical field of new energy vehicles, and specifically relates to an electronically controlled coupling box and an automobile power system. Background Art

[0002] At present, the power systems of pure electric four-wheel drive vehicles on the market mostly adopt a structure of dual electric motors equipped with large-capacity batteries, or a three-motor structure of two electric motors and a range extender generator, such as Figure 1 The power systems of the above two structures are large in size, occupy a large space, and are costly. When driving the car with an electric motor at high speed cruising, it consumes more power and has poor energy-saving effect. Summary of the invention

[0003] In view of the above-mentioned problems existing in the prior art, the purpose of the present invention is to provide a four-wheel drive power system for an extended-range vehicle, which adopts a dual motor and an electronically controlled coupling box system to realize the switching between two-wheel drive and four-wheel drive, the switching between pure electric four-wheel drive and hybrid four-wheel drive, and any combination and switching of electric, hybrid and pure oil drive. The power system occupies less space, is easier to arrange the whole vehicle, has low cost, mature process technology, and is conducive to promotion and application.

[0004] In order to achieve the above object, the technical solution adopted by the present invention is:

[0005] An electronically controlled coupling box comprises an engine input shaft gear, a first intermediate shaft gear, a second intermediate shaft gear, a motor gear, a power transmission driving tooth, a motor shaft gear sleeve and a mode switching module, wherein the mode switching module comprises a first movable gear sleeve and a second movable gear sleeve, wherein the motor gear, the motor shaft gear sleeve and the power transmission driving tooth are coaxially arranged, the motor shaft gear sleeve is connected to the driving shaft of the motor, the motor gear and the power transmission driving tooth are not connected to the driving shaft of the motor, the second movable gear sleeve is movable along the axial direction of the driving shaft of the motor, the drive of the motor can be transmitted only to the motor shaft gear sleeve, and the drive of the motor can also be transmitted through the motor shaft gear sleeve and the second movable gear sleeve The gear is transmitted to the motor gear or to the power transmission driving gear, and the power transmission driving gear can transmit the drive to the vehicle wheel. The engine input shaft gear is connected to the engine drive shaft. The intermediate shaft gear 1, the intermediate shaft gear 2 and the movable gear sleeve are arranged coaxially. The movable gear sleeve 1 can move along its axial direction. The intermediate shaft gear 1 meshes with the engine input shaft gear and the motor gear at the same time. The intermediate shaft gear 2 meshes with the power transmission driving gear. The drive of the engine can be transmitted to the intermediate shaft gear 1 through the engine input shaft gear, or transmitted to the intermediate shaft gear 2 through the engine input shaft gear, the intermediate shaft gear 1 and the movable gear sleeve 1.

[0006] As a further improvement of the above technical solution:

[0007] The electronically controlled coupling box also includes an intermediate shaft, intermediate shaft gear 1 and intermediate shaft gear 2 are loosely sleeved on the intermediate shaft, and a movable gear sleeve 1 is movable along the intermediate shaft. The movable gear sleeve 1 can be moved to connect the motor intermediate shaft gear 1 and the intermediate shaft gear 2 in a co-rotating manner, or to disconnect the connection between the intermediate shaft gear 1 and the intermediate shaft gear 2.

[0008] The movable gear sleeve 2 can be moved to co-rotatably connect the motor gear and the motor shaft gear sleeve, or only connect the motor shaft gear sleeve, or co-rotatably connect the motor shaft gear sleeve and the power transmission active gear.

[0009] The mode switching module also includes a sensor, a motor, a shift head and a double shift fork. The double shift fork is connected to and drives the movable gear sleeve 1 and the movable gear sleeve 2 to move. The motor is connected to and drives the shift head to move in a bidirectional linear manner. The shift head is connected to and drives the double shift fork to move. The sensor is used to sense the position of the shift head and send the sensed position information to the controller of the power system.

[0010] The coupling box also includes a transmission shaft, a power transmission passive gear and a main reduction gear. The power transmission passive gear and the main reduction gear are fixedly sleeved on the transmission shaft, the power transmission active teeth mesh with the power transmission passive gear, and the main reduction gear meshes with the main reduction gear of the vehicle.

[0011] A vehicle power system includes an engine, a motor, an electronic control unit, an electric motor and the above-mentioned electronic control coupling box, wherein the electric motor is connected to and drives the rear wheels of the vehicle to rotate, the electronic control coupling box is connected to the differential of the front wheels of the vehicle, the engine can be connected to and drive the differential through the electronic control coupling box, the motor can be connected to and drive the differential through the electronic control coupling box, and the engine and the motor can be connected through the electronic control coupling box.

[0012] The power system also includes a battery, which supplies power to the motor and the electric motor.

[0013] The engine, the electronic control coupling box, the motor and the electric motor are electrically connected to the electronic control unit respectively.

[0014] The electric motor is connected to the rear wheels of the car through a reduction gear.

[0015] The beneficial effects of the present invention are as follows: dual motors (one electric motor and one range extender) are used in conjunction with an electronically controlled coupling box system to achieve switching between two-wheel drive and four-wheel drive, switching between pure electric four-wheel drive and hybrid four-wheel drive, and any combination and switching of electric, hybrid, and pure oil drive. The power system occupies less space, is easier to arrange the entire vehicle, has low cost, and has mature process technology, which is conducive to promotion and application; the electronically controlled coupling box has a simple and compact structure, and the electronically controlled coupling box can be used to achieve switching between multiple modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of a power system of an automobile in the prior art of the present invention.

[0017] Figure 2 It is a schematic diagram of the structure of an electric control coupling box according to an embodiment of the present invention.

[0018] Figure 3 It is a schematic diagram of the structure of a mode switching module according to an embodiment of the present invention.

[0019] Figure 4 It is a schematic diagram of the structure of an automobile power system according to an embodiment of the present invention.

[0020] Figure 5 It is a schematic diagram of a pure electric four-wheel drive mode of an embodiment of the present invention.

[0021] Figure 6 Schematic diagram of a hybrid driving mode according to an embodiment of the present invention.

[0022] Figure 7 It is a schematic diagram of a parking or driving power generation mode according to an embodiment of the present invention.

[0023] Figure 8 It is a schematic diagram of a rear-wheel pure electric two-wheel drive mode of an embodiment of the present invention. DETAILED DESCRIPTION

[0024] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0025] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0026] An electric control coupling box, such as Figure 2 and 3The coupling box housing 24 includes a movable gear sleeve 236, a movable gear sleeve 1 235, a motor gear Z3, a motor shaft gear sleeve 29, a power transmission active gear Z5, an engine connecting shaft, an engine crankshaft connecting flange 21, an engine input shaft gear Z1, an intermediate shaft gear 1 Z2, an intermediate shaft 27, an intermediate shaft gear 2 Z4, a transmission shaft, a power transmission passive gear Z6, and a main reduction gear 25. The coupling box housing 24 is connected to the engine scoop housing 22 on which the engine 1 is installed, so as to realize the compactness and integration of the overall structure.

[0027] The technical solution for connecting the motor 3 to the differential 28 is as follows: the motor gear Z3, the motor shaft gear sleeve 29 and the power transmission active gear Z5 are coaxially arranged on the drive shaft of the motor 3, the motor gear Z3 is loosely sleeved on the drive shaft of the motor 3, the motor shaft gear sleeve 29 is fixedly connected to the drive shaft of the motor 3, and the power transmission active gear Z5 is loosely sleeved on the drive shaft of the motor 3. The movable gear sleeve 236 is movable along the drive shaft of the motor 3, and the movable gear sleeve 236 can be moved to co-rotatably connect the motor gear Z3 and the motor shaft gear sleeve 29, or only connect the motor shaft gear sleeve 29, or co-rotatably connect the motor shaft gear sleeve 29 and the power transmission active gear Z5, and the power transmission active gear Z5 can transmit drive to the drive differential 28. Based on this mechanism, when the movable gear sleeve 236 moves to co-rotatably connect the motor shaft gear sleeve 29 and the power transmission active gear Z5, the drive of the motor 3 can be transmitted to the differential 28.

[0028] It should be noted that the motor gear Z3, the motor shaft gear sleeve 29 and the power transmission active gear Z5 may not be directly arranged on the drive shaft of the motor 3, but may be arranged on another connecting shaft, and the drive shaft of the motor 3 is connected to the connecting shaft and transmits drive. An empty sleeve means that the two are not directly connected, such as the motor gear Z3 is empty sleeved on the drive shaft of the motor 3, which means that the motor gear Z3 is not directly connected to the motor 3, and the two cannot directly transmit drive.

[0029] The technical scheme for connecting the engine 1 to the motor 3 is as follows: the engine connecting shaft is connected to the drive shaft of the engine 1 through the engine crankshaft connecting flange 21, and the engine input shaft gear Z1 is fixedly sleeved on the engine connecting shaft, so the drive shaft of the engine 1 can be connected through the engine connecting shaft and drive the engine input shaft gear Z1 to rotate. The intermediate shaft gear 1 Z2 is sleeved on the intermediate shaft 27, and the intermediate shaft 27, the drive shaft of the engine 1 and the drive shaft of the motor 3 are arranged in parallel and spaced apart. The intermediate shaft 27 is located between the drive shaft of the engine 1 and the drive shaft of the motor 3, and the intermediate shaft gear 1 Z2 is meshed with the engine input shaft gear Z1 and the motor gear Z3 at the same time. Based on this mechanism, when the movable gear sleeve 236 moves to co-rotate and connect the motor gear Z3 and the motor shaft gear sleeve 29, the motor 3 and the engine 1 can achieve a driving connection.

[0030] Preferably, the motor gear Z3 is fixedly connected to the third fixed gear sleeve, and the movable gear sleeve 236 can be moved to co-rotatably connect the third fixed gear sleeve and the motor shaft gear sleeve 29, that is, the motor gear Z3 is co-rotatably connected to the motor shaft gear sleeve 29 through the third fixed gear sleeve and the movable gear sleeve 236.

[0031] The technical solution for connecting the engine 1 to the differential 28 is as follows: the intermediate shaft gear 2 Z4 is also sleeved on the intermediate shaft 27, the intermediate shaft gear 2 Z4 is meshed with the power transmission driving gear Z5, the movable gear sleeve 1 235 is movable along the intermediate shaft 27, and the movable gear sleeve 1 235 can be moved to co-rotate and connect the motor intermediate shaft gear 1 Z2 and the intermediate shaft gear 2 Z4, or disconnect the connection between the intermediate shaft gear 1 Z2 and the intermediate shaft gear 2 Z4. Based on this mechanism, when the movable gear sleeve 1 235 is co-rotate and connects the motor intermediate shaft gear 1 Z2 and the intermediate shaft gear 2 Z4, the engine 1 and the differential 28 can achieve driving connection.

[0032] Preferably, the intermediate shaft gear 1 Z2 is fixedly connected to the first fixed gear sleeve, the intermediate shaft gear 2 Z4 is fixedly connected to the second fixed gear sleeve, and the movable gear sleeve 1 235 can be moved to be connected to the first fixed gear sleeve and the second fixed gear sleeve in a co-rotating manner, or be independently sleeved on the second fixed gear sleeve.

[0033] The power transmission driven gear Z6 and the main reduction gear 25 are fixedly sleeved on the transmission shaft, and the transmission shaft is parallel to the intermediate shaft 27. The power transmission driving gear Z5 meshes with the power transmission driven gear Z6, and the main reduction gear 25 meshes with the main reduction gear 26 of the front wheel.

[0034] The electric control coupling box 2 also includes a sensor 231, a motor 232, a shift head 233 and a double shift fork 234. The double shift fork 234 is connected to and drives the movable gear sleeve 1 235 and the movable gear sleeve 2 236 to move synchronously. The motor 232 is connected to and drives the shift head 233 to move in a bidirectional linear manner. The shift head 233 is connected to and drives the double shift fork 234 to move. The sensor 231 is used to sense the position of the shift head 233 and send the sensed position information to the controller of the power system. The sensor 231, the motor 232, the shift head 233, the double shift fork 234, the movable gear sleeve 1 235 and the movable gear sleeve 2 236 constitute a mode switching module 23. The mode switching module 23 is used to switch the working mode of the power system.

[0035] Based on the above-mentioned electronically controlled coupling box, a vehicle power system is provided, wherein the power system is a four-wheel drive power system for an extended-range vehicle, such as Figures 2 to 4 As shown, it includes an engine 1, a motor 3, an electronic control unit 4, a battery 5, an electric motor 6 and the above-mentioned electronic control coupling box 2.

[0036] The battery 5 supplies power to the motor 3 and the motor 6, and the motor 6 is connected to and drives the rear wheels of the car through a speed reducer. The electronically controlled coupling box 2 is connected to the differential 28 of the front wheels of the car, the engine 1 can be connected to and drive the differential 28 through the electronically controlled coupling box 2, the motor 3 can be connected to and drive the differential 28 through the electronically controlled coupling box 2, and the engine 1 and the motor 3 can be connected through the electronically controlled coupling box 2. In other words, the front wheels of the car can be driven by both the engine 1 and the motor 3; the motor 3 can also start the engine 1; the engine 1 can be connected to and drive the motor 3, so that the motor 3 generates electricity to charge the battery 5. In the figure, F is the direction of the car's forward movement.

[0037] The engine 1, the electric control coupling box 2, the motor 3 and the electric motor 6 are respectively electrically connected to the electric control unit 4. The electric control unit 4 is connected to and controls the motor 232 of the mode switching module 23 of the electric control coupling box 2 to operate.

[0038] Based on the above structure, the electronically controlled coupling box has four working positions, which can form multiple working modes of the power system: pure electric four-wheel drive mode, hybrid drive mode, parking or driving power generation mode, and rear-wheel pure electric two-wheel drive mode.

[0039] Pure electric four-wheel drive mode Figure 5 As shown: the front wheels of the vehicle are driven by the motor 3, and the rear wheels are driven by the motor 6, that is, a pure electric four-wheel drive working mode, which is suitable for high torque conditions such as vehicle climbing.

[0040] In the pure electric four-wheel drive mode, the motor 3 is connected to and drives the differential 28 of the front wheel, that is, the movable gear sleeve 236 moves to corotatably connect the motor shaft gear sleeve 29 and the power transmission active gear Z5, and the movable gear sleeve 1 235 is only connected to the intermediate shaft gear 2 Z4. In this working mode, the transmission path of the motor 3 is: motor 3-motor shaft gear sleeve 29-active gear sleeve 236-power transmission active gear Z5-power transmission passive gear Z6-transmission shaft-main reduction gear 25-main reduction gear 26-differential 28.

[0041] Hybrid drive mode Figure 6 As shown: the front wheels of the car are driven by the engine 1, and the engine 1 is connected to the motor 3 at the same time. The motor 6 can stop working, which is suitable for high-speed cruising conditions.

[0042] In the hybrid driving mode, the vehicle can be driven by the engine 1 alone, or the front wheels can be driven by the engine 1 and the rear wheels can be driven by the motor 6. The engine 1 is also connected to the motor 3 to drive the motor 3 to generate electricity and provide power to the battery 5. At this time, the motor 3 is a generator. It is suitable for medium and high speed medium load conditions.

[0043] Furthermore, the hybrid drive mode includes two types: a hybrid drive two-wheel drive mode and a hybrid drive four-wheel drive mode. The hybrid drive two-wheel drive mode means that the engine 1 drives the front wheels of the vehicle and the motor 6 does not drive the rear wheels of the vehicle. The hybrid drive four-wheel drive means that the engine 1 drives the front wheels of the vehicle and the motor 6 drives the rear wheels of the vehicle.

[0044] In the hybrid drive mode, the engine 1 is connected to and drives the differential 28 of the front wheels. At this time, the movable gear sleeve 1 235 is connected to the motor intermediate shaft gear 1 Z2 and the intermediate shaft gear 2 Z4 for co-rotation, and the movable gear sleeve 2 236 is connected to the motor gear Z3 and the motor shaft gear sleeve 29 for co-rotation.

[0045] In the hybrid drive mode, the transmission path of engine 1 driving the front wheels is: engine 1—engine input shaft gear Z1—intermediate shaft gear Z2—first fixed gear sleeve—movable gear sleeve 235—second fixed gear sleeve—intermediate shaft gear 2 Z4—power transmission active gear Z5—power transmission passive gear Z6—transmission shaft—main reduction gear 25—main reduction gear 26—differential 28.

[0046] The path of engine 1 driving motor 3 to generate electricity is: engine 1—engine input shaft gear Z1—intermediate shaft gear 1 Z2—motor gear Z3—third fixed gear sleeve—movable gear sleeve 236—motor shaft gear sleeve 29—motor 3.

[0047] Parking or driving power generation mode Figure 7 As shown: the motor 3 is connected to the engine 1, and neither the motor 3 nor the engine 1 is connected to the front wheel, and the rear wheel is driven by the motor 6, so that the motor 3 can start the engine 1 during driving, and the engine 1 drives the motor 3 to generate electricity and charge the battery 5. At this time, the movable gear sleeve 1 235 is only connected to the intermediate shaft gear 2 Z4, and the movable gear sleeve 236 is connected to the motor gear Z3 and the motor shaft gear sleeve 29 in a co-rotating manner. Similarly, if the rear wheel motor 6 stops working, the vehicle can achieve parking power generation.

[0048] In the parking or driving power generation mode, the power transmission path of the motor 3 starting the engine 1 is: motor 3 - motor shaft gear sleeve 29 - movable gear sleeve 236 - third fixed gear sleeve - motor gear Z3 - intermediate shaft gear 1 Z2 - engine input shaft gear Z1 - engine 1.

[0049] The power transmission path of the engine 1 driving the motor 3 to generate electricity is: engine 1—engine input shaft gear Z1—intermediate shaft gear 1 Z2—motor gear Z3—third fixed gear sleeve—movable gear sleeve 236—motor shaft gear sleeve 29—motor 3.

[0050] Rear-wheel pure electric two-wheel drive mode Figure 8As shown: the motor 6 is connected to and drives the rear wheels, and the vehicle is driven only by the motor 6. That is, at this time, the front wheels of the vehicle have no power output, which is suitable for the vehicle starting stage. At this time, the movable gear sleeve 1 235 is only connected to the intermediate shaft gear 2 Z4, and the movable gear sleeve 2 236 is only connected to the motor shaft gear sleeve 29.

[0051] The switching of the above-mentioned multiple working modes is realized by the mode switching module 23, that is, by the movement of the movable gear sleeve 1 235 and the movable gear sleeve 2 236. A single motor is used for driving in medium and low speed conditions, the engine can be directly driven in high-speed cruising conditions, and dual motors can be used for assisting on ramps, so that parking power generation, braking energy recovery and other working modes can be realized.

[0052] Finally, it is necessary to explain here that the above embodiments are only used to further illustrate the technical solution of the present invention in detail and cannot be understood as limiting the scope of protection of the present invention. Some non-essential improvements and adjustments made by technicians in this field based on the above content of the present invention all fall within the scope of protection of the present invention.

Claims

1. An electric control coupling box, characterized in that: The invention comprises an engine input shaft gear (Z1), an intermediate shaft gear 1 (Z2), an intermediate shaft gear 2 (Z4), a motor gear (Z3), a power transmission active gear (Z5), a motor shaft gear sleeve (29) and a mode switching module (23), wherein the mode switching module (23) comprises a movable gear sleeve 1 (235) and a movable gear sleeve 2 (236), the motor gear (Z3), the motor shaft gear sleeve (29) and the power transmission active gear (Z5) are coaxially arranged, the motor shaft gear sleeve (29) is connected to the driving shaft of the motor (3), the motor gear (Z3) and the power transmission active gear (Z5) are not connected to the driving shaft of the motor (3), the movable gear sleeve 2 (236) is movable along the axial direction of the driving shaft of the motor (3), the drive of the motor (3) can be transmitted only to the motor shaft gear sleeve (29), and the drive of the motor (3) can also be transmitted through the motor shaft gear sleeve (29) and the movable gear sleeve 2 (236). 6) is transmitted to the motor gear (Z3) or to the power transmission driving gear (Z5), and the power transmission driving gear (Z5) can transmit the drive to the vehicle wheel. The engine input shaft gear (Z1) is connected to the drive shaft of the engine (1), the intermediate shaft gear 1 (Z2), the intermediate shaft gear 2 (Z4) and the movable gear sleeve 1 (235) are coaxially arranged, and the movable gear sleeve 1 (235) is movable along its axial direction. The intermediate shaft gear 1 (Z2) is meshed with the engine input shaft gear (Z1) and the motor gear (Z3) at the same time, and the intermediate shaft gear 2 (Z4) is meshed with the power transmission driving gear (Z5). The drive of the engine (1) can be transmitted to the intermediate shaft gear 1 (Z2) through the engine input shaft gear (Z1), or transmitted to the intermediate shaft gear 2 (Z4) through the engine input shaft gear (Z1), the intermediate shaft gear 1 (Z2) and the movable gear sleeve 1 (235).

2. The coupling box according to claim 1, characterized in that: The electronically controlled coupling box further comprises an intermediate shaft (27), intermediate shaft gear 1 (Z2) and intermediate shaft gear 2 (Z4) are loosely sleeved on the intermediate shaft (27), and a movable gear sleeve 1 (235) is movable along the intermediate shaft (27), and the movable gear sleeve 1 (235) is movable to connect the motor intermediate shaft gear 1 (Z2) and the intermediate shaft gear 2 (Z4) in a co-rotating manner, or to disconnect the connection between the intermediate shaft gear 1 (Z2) and the intermediate shaft gear 2 (Z4).

3. The coupling box according to claim 1, characterized in that: The movable gear sleeve 2 (236) can be moved to co-rotatably connect the motor gear (Z3) and the motor shaft gear sleeve (29), or only connect the motor shaft gear sleeve (29), or co-rotatably connect the motor shaft gear sleeve (29) and the power transmission driving gear (Z5).

4. The coupling box according to claim 1, characterized in that: The mode switching module (23) also includes a sensor (231), a motor (232), a shift head (233) and a double shift fork (234); the double shift fork (234) is connected to and drives the movable gear sleeve 1 (235) and the movable gear sleeve 2 (236) to move; the motor (232) is connected to and drives the shift head (233) to move in a bidirectional linear manner; the shift head (233) is connected to and drives the double shift fork (234) to move; and the sensor (231) is used to sense the position of the shift head (233) and send the sensed position information to a controller of the power system.

5. The coupling box according to claim 1, characterized in that: The coupling box also includes a transmission shaft, a power transmission driven gear (Z6) and a main reduction gear (25). The power transmission driven gear (Z6) and the main reduction gear (25) are fixedly sleeved on the transmission shaft, the power transmission driving gear (Z5) meshes with the power transmission driven gear (Z6), and the main reduction gear (25) meshes with the main reduction gear (26) of the vehicle.

6. An automobile power system, characterized in that: The invention comprises an engine (1), a motor (3), an electronic control unit (4), an electric motor (6) and an electronically controlled coupling box (2) as claimed in any one of claims 1 to 5, wherein the electric motor (6) is connected to and drives the rear wheels of the vehicle to rotate, the electronically controlled coupling box (2) is connected to the differential (28) of the front wheels of the vehicle, the engine (1) can be connected to and drive the differential (28) through the electronically controlled coupling box (2), the motor (3) can be connected to and drive the differential (28) through the electronically controlled coupling box (2), and the engine (1) and the motor (3) can be connected through the electronically controlled coupling box (2).

7. The power system according to claim 6, characterized in that: The power system also includes a battery (5), which supplies power to the motor (3) and the electric motor (6).

8. The power system according to claim 6, characterized in that: The engine (1), the electric control coupling box (2), the motor (3) and the electric motor (6) are electrically connected to the electric control unit (4) respectively.

9. The power system according to claim 6, characterized in that: The electric motor (6) is connected to the rear wheels of the vehicle via a speed reducer.

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