Power system and vehicle

Abstract

The invention provides a power system and a vehicle, the power system is provided with a first clutch between a first transmission part and a second transmission part of a differential assembly, the first transmission part is in transmission connection with a second motor, the second transmission part is in transmission connection with a first motor through a second clutch, and the first transmission part is separated by controlling the first clutch; the second motor and the first motor can independently control different wheels through the first transmission part and the second transmission part, a distributed working mode is achieved, the operation mode of intensively driving the two wheels is achieved by controlling combination of the first clutch, the power system can achieve multiple working modes, the driving requirements under different working conditions are met, and the driving efficiency is improved. And the dynamic property and economical efficiency of the power system are improved.

Description

Technical Field

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

[0002] The existing power system with distributed drive function can only realize a single motor driving a single wheel. The working mode is single and cannot adapt well to the driving needs under different working conditions, resulting in poor power and economy. Summary of the invention

[0003] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a power system and a vehicle to solve the problem that the existing power system with distributed drive function can only realize a single motor driving a single wheel to cause a single working mode.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] A power system includes an engine, a power input shaft, a first motor, a differential assembly, a second clutch and a second motor, wherein the power input shaft is connected to the engine; the first motor is drivingly connected to the power input shaft; the differential assembly includes a first transmission member, a second transmission member and a first clutch, wherein the first clutch is respectively connected to the first transmission member and the second transmission member, and the first clutch is used to control the first transmission member to engage or disengage with the second transmission member, the first transmission member is connected to an external first wheel end, and the second transmission member is connected to an external second wheel end; the second clutch is connected to both the power input shaft and the second transmission member, and the second clutch is used to control the power on and off between the power input shaft and the second transmission member; and the second motor is drivingly connected to the first transmission member.

[0006] In some schemes of the present application, the first transmission member includes a differential housing, a differential gear, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch, the first differential driven gear is fixedly connected to the differential housing, the second motor is drivingly connected to the first differential driven gear, the differential gear is rotationally connected in the differential housing, one end of the first output half shaft is meshed with the differential gear, and the other end is connected to the first wheel end, one end of the second output half shaft is meshed with the differential gear, and the other end is connected to the first clutch; the third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft.

[0007] In some embodiments of the present application, the first motor is disposed on one circumferential side of the differential assembly, and the second motor is disposed on the other circumferential side of the differential assembly; the axial direction of the first motor is parallel to the axial direction of the second motor.

[0008] In some embodiments of the present application, the first motor and the second motor at least partially overlap in the axial direction.

[0009] In some embodiments of the present application, the second transmission member includes a power output shaft and a second differential reduction driven gear. One end of the power output shaft is connected to the first clutch, and the other end is connected to the second wheel end; the second differential reduction driven gear is fixedly connected to the power output shaft and is in transmission connection with the second clutch.

[0010] In some embodiments of the present application, the power system further includes a fourth clutch that connects the power input shaft and the first differential reduction driven gear, and the fourth clutch can control the engagement or separation of the power input shaft and the first differential reduction driven gear.

[0011] In some embodiments of the present application, based on the situation that the first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft, and a third clutch, and the third clutch is disposed on the differential housing and can engage with one of the first output half shaft and the second output half shaft, the fourth clutch is connected to the first differential reduction driven gear.

[0012] In some embodiments of the present application, the second clutch is disposed on the power input shaft, and the second clutch and the fourth clutch share a clutch housing, so that the second clutch and the fourth clutch form a dual clutch, and the clutch housing of the dual clutch is fixedly connected to the power input shaft.

[0013] In some embodiments of the present application, the power system further includes a fifth clutch that connects the power input shaft and the engine, and the fifth clutch is used to control the engagement or separation of the engine and the power input shaft.

[0014] In some embodiments of the present application, the fifth clutch includes a fifth clutch housing and a fifth clutch brake member. The fifth clutch housing is fixedly connected to the power input shaft, the fifth clutch brake member is movably connected within the fifth clutch housing and is connected to the engine; an input shaft gear is provided on the fifth clutch housing, and an eighth gear is provided on the output shaft of the first motor, and the eighth gear meshes with the input shaft gear.

[0015] In some embodiments of the present application, the first motor is disposed on the power input shaft.

[0016] In some embodiments of the present application, the power system further includes a third intermediate shaft, a fifth gear, and a sixth gear. The fifth gear and the sixth gear are both fixed on the third intermediate shaft, the fifth gear is in transmission connection with the second clutch, the sixth gear is in transmission connection with the second transmission member, and the diameter of the sixth gear is smaller than the diameter of the fifth gear.

[0017] A power system includes an engine, a power input shaft, a first motor, a differential assembly, a second clutch, a fourth clutch, a sixth clutch, and a second motor. The power input shaft is connected to the engine. The first motor is in transmission connection with the power input shaft. The differential assembly includes a first transmission member, a second transmission member, and a first clutch. The first clutch connects the first transmission member and the second transmission member, and the first clutch is used to control the engagement or separation of the first transmission member and the second transmission member. The second transmission member is connected to an external second wheel end. The first transmission member is connected to an external first wheel end. The second clutch connects the power input shaft and the second transmission member and is used to control the engagement or separation of the power input shaft and the second transmission member. The fourth clutch connects the power input shaft and the first transmission member, and the fourth clutch is used to control the on / off of the power between the power input shaft and the first transmission member. The sixth clutch connects the first transmission member and the power input shaft, and the sixth clutch is used to control the engagement or separation of the first transmission member and the power input shaft. The second motor is in transmission connection with the first transmission member.

[0018] In some embodiments of the present application, the first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft, and a third clutch. The first differential reduction driven gear is fixedly connected to the differential housing. The second motor and the fourth clutch are both in transmission connection with the first differential reduction driven gear. The differential gears are rotatably connected within the differential housing. One end of the first output half shaft is connected to the differential gears, and the other end is connected to the first wheel end. One end of the second output half shaft is connected to the differential gears, and the other end is connected to the first clutch. The third clutch is disposed on the differential housing and can engage with one of the first output half shaft and the second output half shaft.

[0019] In some embodiments of the present application, the second transmission member includes a power output shaft. The power output shaft is connected to the first clutch and the first wheel end. The second clutch is connected to the power output shaft, and a second differential reduction driven gear is provided on the second clutch. The second differential reduction driven gear is in transmission connection with the power input shaft.

[0020] In some embodiments of the present application, the power system further includes a second intermediate shaft and a first gear. The second intermediate shaft is connected to the first differential driven gear. The sixth clutch is fixedly connected to the second intermediate shaft. The first gear is fixedly connected to the output end of the sixth clutch. A second gear is rotatably connected to the power input shaft and a third gear is fixedly connected thereto. The third gear meshes with the first gear and the second differential driven gear. The second gear is fixedly connected to the fourth clutch and meshes with the first differential driven gear.

[0021] In some embodiments of the present application, a differential input shaft gear is provided on the output shaft of the second motor. The power system further includes a first intermediate shaft, a differential drive gear, and an intermediate driven gear. The differential drive gear and the intermediate driven gear are both fixed on the first intermediate shaft. The differential drive gear meshes with the first differential driven gear. The intermediate driven gear meshes with the differential input shaft gear.

[0022] In some embodiments of the present application, the power system further includes a fifth clutch. The fifth clutch connects the power input shaft and the engine and is used to control the engagement or disengagement of the engine and the power input shaft.

[0023] In some embodiments of the present application, the fifth clutch includes a fifth clutch housing and a fifth clutch brake member. The fifth clutch housing is fixedly connected to the power input shaft. The fifth clutch brake member is movably connected within the fifth clutch housing and is connected to the engine. An input shaft gear is provided on the fifth clutch housing. An eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the input shaft gear and the diameter of the eighth gear is smaller than that of the input shaft gear.

[0024] A vehicle includes a vehicle body, a power system, a second wheel end, and a first wheel end. The power system is installed on the vehicle body. The power system is the power system described in any of the above embodiments. The second wheel end is connected to the first transmission member of the power system. The first wheel end is connected to the second transmission member of the power system.

[0025] Beneficial effects: A power system provided by the present application, by arranging a first clutch between the first transmission member and the second transmission member of the differential assembly, the first transmission member is drivingly connected to the second motor, and the second transmission member is drivingly connected to the first motor through a second clutch. By controlling the separation of the first clutch and the engagement of the second clutch, the second motor can separately control different wheels through the first transmission member, and the first motor can separately control different wheels through the second transmission member, realizing a distributed working mode. By controlling the engagement of the first clutch and the separation of the second clutch, a working mode of the second motor driving two wheels centrally is realized. Furthermore, the power system can realize multiple working modes, adapt to the driving requirements under different working conditions, and improve the power performance and economy of the power system.

[0026] A power system provided by the present application, by arranging a first clutch between the first transmission member and the second transmission member of the differential assembly, the first transmission member is drivingly connected to the second motor, and the second transmission member is drivingly connected to the first motor through a second clutch. By controlling the separation of the first clutch and the engagement of the second clutch, the second motor can separately control different wheels through the first transmission member, and the first motor can separately control different wheels through the second transmission member, realizing a distributed working mode. By controlling the engagement of the first clutch and the separation of the second clutch, a working mode of driving two wheels centrally is realized. The first motor is also connected to the first transmission member through a sixth clutch and a fourth clutch respectively, so that when operating in the mode of driving two wheels centrally, multiple working modes can be realized by controlling the second clutch and the fourth clutch, adapting to the driving requirements under different working conditions, and improving the power performance and economy of the power system.

[0027] A vehicle includes the power system in any of the above solutions. By controlling the separation of the first clutch and the engagement of the second clutch, the first motor can separately control different wheels through the first transmission member, and the second motor can separately control different wheels through the second transmission member, realizing a distributed working mode. It can also realize the operation mode of driving two wheels centrally by controlling the engagement of the first clutch and the separation of the second clutch, enabling the power system to realize multiple working modes, adapt to the driving requirements under different working conditions, and improve the power performance and economy of the power system. Description of the Drawings

[0028] Figure 1 is the structural schematic of the power system Figure 1 .

[0029] Figure 2 is Figure 1 the structural schematic diagram of the differential assembly of the power system shown.

[0030] Figure 3 is the structural schematic of the power system Figure 2 .

[0031] Figure 4 is a schematic diagram of the structure of the power system Figure 3 .

[0032] Figure 5 is a schematic diagram of the structure of the power system Figure 4 .

[0033] Figure 6 is a schematic diagram of the structure of the power system Figure 5 .

[0034] Figure 7 is a schematic diagram of the structure of the power system Figure 6 , wherein the dashed line indicates that the first differential driven gear is drivingly connected to the fourth gear.

[0035] Figure 8 is Figure 7 a schematic diagram of the structure of the differential assembly of the power system shown.

[0036] Figure 9 is Figure 7 a distribution diagram of the shafting of the power system shown.

[0037] Description of main component symbols: 1 - engine; 11 - power input shaft; 2 - second clutch; 21 - seventh gear; 3 - differential assembly; 31 - first transmission component; 311 - differential housing; 312 - differential gear; 313 - first differential driven gear; 314 - first output half shaft; 315 - second output half shaft; 316 - third clutch; 32 - second transmission component; 321 - power output shaft; 322 - second differential driven gear; 33 - first clutch; 4 - fourth clutch; 41 - second gear; 5 - fifth clutch; 51 - input shaft gear; 6 - sixth clutch; 61 - first gear; 7 - second motor; 71 - differential input shaft gear; 8 - first motor; 81 - eighth gear; 91 - first intermediate shaft; 92 - differential drive gear; 93 - intermediate driven gear; 94 - second intermediate shaft; 93 - third gear; 96 - fourth gear; 97 - third intermediate shaft; 98 - fifth gear; 99 - sixth gear; 210 - first wheel end; 220 - second wheel end. Specific embodiments

[0038] The present invention provides a power system and a vehicle. To make the purpose, technical solution and effects of the present invention clearer and more definite, the following further describes the present invention in detail with reference to the accompanying drawings and by way of examples. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the protection scope of the present invention.

[0039] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0040] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a connection that allows mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, and can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] A vehicle includes a vehicle body, a power system, a second wheel end, and a first wheel end. The power system is installed on the vehicle body. The first wheel end is connected to a first transmission member of the power system, so that the first wheel end can rotate under the drive of the power system. The second wheel end is connected to a second transmission member of the power system, so that the second wheel end can also rotate under the drive of the power system.

[0042] Embodiment 1:

[0043] Refer to Figures 1 - 3 , a power system includes an engine 1, a power input shaft 11, a first motor 8, a second clutch 2, a differential assembly 3, and a second motor 7. The engine 1 is connected to the power input shaft 11, so that the engine 1 can drive the power input shaft 11 to rotate. The first motor 8 is in transmission connection with the power input shaft 11, so that the power on the power input shaft 11 can be transmitted to the first motor 8, and the power of the first motor 8 can also be transmitted to the power input shaft 11. Therefore, the first motor 8 can drive the rotating shaft of the engine 1 to achieve ignition of the engine 1, and the engine 1 can also drive the first motor 8 to generate electricity.

[0044] In one embodiment, the power system further includes a fifth clutch 5. The fifth clutch 5 connects the power input shaft 11 and the engine 1. The fifth clutch 5 is used to control the engagement or separation of the engine 1 and the power input shaft 11. When the fifth clutch 5 is in the engaged state, the power of the engine 1 can be transmitted to the power input shaft 11. When the first motor 8 is used to drive the vehicle to move, the fifth clutch 5 is in the separated state, so that the first motor 8 does not need to drag the output shaft of the engine 1 to rotate, reducing the power utilization efficiency of the first motor 8.

[0045] In Figure 1In the illustrated embodiment, the fifth clutch 5 includes a fifth clutch housing and a fifth clutch brake member. The fifth clutch housing is fixedly connected to the power input shaft 11. The fifth clutch brake member is movably connected within the fifth clutch housing and is connected to the output shaft of the engine 1. By controlling the engagement of the fifth clutch housing and the fifth clutch brake member, the connection between the output shaft of the engine 1 and the power input shaft 11 is achieved.

[0046] The differential assembly 3 includes a first transmission member 31, a second transmission member 32, and a first clutch 33. The first transmission member 31 is connected to the first wheel end 210. The second motor 7 is drivingly connected to the first transmission member 31 such that the second motor 7 can drive the first wheel end 210 to rotate. The second transmission member 32 is connected to the second wheel end 220. The second clutch 2 connects the power input shaft 11 and the second transmission member 32. The second clutch 2 is used to control the power on / off between the power input shaft 11 and the second transmission member 32. In Figure 1 the illustrated embodiment, the second clutch 2 is disposed on the power input shaft 11 and is connected to the second transmission member 32. When the second clutch 2 is in the engaged state, the first motor 8 can drive the second wheel end 220 to rotate.

[0047] The first clutch 33 is respectively connected to the first transmission member 31 and the second transmission member 32. When the first clutch 33 is in the disengaged state and the second clutch 2 is in the engaged state, the first wheel end 210 can be driven by the second motor 7, and the second wheel end 220 can be driven by the first motor 8, such that the first wheel end 210 and the second wheel end 220 form a distributed working mode with independent power sources. Furthermore, by controlling the rotational speeds of the first motor 8 and the second motor 7, the turning radius of the vehicle can be reduced. When the vehicle encounters safety accidents such as extreme flat tires or slippery road surfaces, the balance of the vehicle can also be controlled by controlling the rotational speeds of the first motor 8 and the second motor 7, improving the driving safety of the vehicle. When the first clutch 33 is in the engaged state, the power of the second motor 7 can drive both the first wheel end 210 and the second wheel end 220 to rotate simultaneously, improving the power performance of the vehicle.

[0048] When the first clutch 33 is in the engaged state, the power system can also implement a single-motor drive mode, a hybrid parallel mode, and an engine direct drive mode.

[0049] Among them, when the power system is in the single-motor drive mode, the first motor 8 and the engine 1 do not work, the second motor 7 works, the fifth clutch 5 and the second clutch 2 are in the disengaged state, and the first clutch 33 is in the engaged state, such that the power of the second motor 7 is transmitted to the first wheel end and the second wheel end through the differential assembly 3, realizing the driving of the vehicle by the second motor 7. In this working mode, the fifth clutch 5 can also be in the engaged state, which does not affect the driving of the first wheel end and the second wheel end by the second motor 7.

[0050] When the power system is in the hybrid parallel mode, the fifth clutch 5, the second clutch 2 and the first clutch 33 are all in the engaged state. The engine 1 and the second motor 7 operate. The power of the engine 1 is combined with the power of the second motor 7 at the differential assembly 3 after passing through the fifth clutch 5, the power input shaft 11 and the second clutch 2, and the first wheel end and the second wheel end are jointly driven to rotate through the differential assembly 3. In this operating mode, the first motor 8 can either not operate, or generate electricity or output power.

[0051] When the power system is in the engine direct drive mode, the fifth clutch 5, the second clutch 2 and the first clutch 33 are all in the engaged state. The engine 1 operates, and the first motor 8 and the second motor 7 do not operate, so that the power of the engine 1 drives the first wheel end and the second wheel end to rotate after passing through the fifth clutch 5, the power input shaft 11, the second clutch 2 and the differential assembly 3.

[0052] In the above, through the control of the fifth clutch 5, the second clutch 2 and the first clutch 33, the power system realizes various operating modes such as distributed operating mode, single motor drive mode, hybrid parallel mode and engine direct drive mode, so that it can well adapt to the driving requirements under different working conditions, thereby improving the power performance and economy of the vehicle.

[0053] In other embodiments, the power system may not be provided with the fifth clutch 5, that is, the engine 1 is directly connected to the power input shaft 11. When the power system is in the distributed operating mode, while the first motor 8 drives the second wheel end to rotate, it drags the engine 1 to idle.

[0054] Refer to Figure 2 , specifically, the first transmission member 31 includes a differential housing 311, differential gears 312, a first differential reduction driven gear 313, a first output half shaft 314 and a second output half shaft 315. The first differential reduction driven gear 313 is fixedly connected to the differential housing 311. The second motor 7 is in transmission connection with the first differential reduction driven gear 313. The differential gears 312 are rotatably connected inside the differential housing 311. One end of the first output half shaft 314 meshes with the differential gears 312, and the other end is connected to the first wheel end 210. One end of the second output half shaft 315 meshes with the differential gears 312, and the other end is connected to the first clutch 33. When the first clutch 33 is in the engaged state and the power of the second motor 7 is input from the first differential reduction driven gear 313, the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the differential gears 312. Since the differential gears 312 can rotate relative to the differential housing 311, a speed difference is formed between the first output half shaft 314 and the second output half shaft 315, realizing vehicle turning. Of course, the first output half shaft 314 and the second output half shaft 315 can also rotate at the same speed to realize the straight-line driving of the vehicle.

[0055] In other embodiments, the first transmission member 31 includes a first output half shaft 314 and a first differential driven gear 313. The first differential driven gear 313 is fixed on the first output half shaft 314. The first output half shaft 314 is connected to the first clutch 33 and the first wheel end.

[0056] Refer to Figure 1 and Figures 3 - 6 , the first transmission member 31 further includes a third clutch 316. The third clutch 316 is fixedly connected to the differential housing 311 and is connected to one of the first output half shaft 314 and the second output half shaft 315. When the third clutch 316 is connected to the first output half shaft 314, the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half shaft 314. When the third clutch 316 is connected to the second output half shaft 315, the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output half shaft 315.

[0057] Refer to Figures 1 - 2 and Figures 4 - 5 , in the case where the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half shaft 314, when the third clutch 316 is in the engaged state, the first output half shaft 314 is locked together with the differential housing 311. Therefore, the first output half shaft 314 cannot rotate relative to the differential housing 311, so that the differential gear 312 cannot rotate (i.e., self-rotate, self-rotation means rotating around the axis of the differential gear 312), and thus the differential function cannot be achieved. The power input from the first differential driven gear 313 is directly transmitted to the first output half shaft 314 through the third clutch 316.

[0058] Refer to Figure 3 and Figure 6 , in the case where the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output half shaft 315, when the third clutch 316 is in the engaged state, the second output half shaft 315 is locked together with the differential housing 311. Therefore, the second output half shaft 315 cannot rotate relative to the differential housing 311, so that the differential gear 312 cannot rotate (i.e., self-rotate). Furthermore, the differential housing 311, the differential gear 312, the first differential driven gear 313, the first output half shaft 314, and the second output half shaft 315 are fixed as a whole, and the differential function cannot be achieved. The power input from the first differential driven gear 313 is directly transmitted to the first output half shaft 314 through the third clutch 316, the second output half shaft 315, and the differential gear 312.

[0059] In the above, when the second clutch 2 and the third clutch 316 are in the engaged state and the first clutch 33 is in the disengaged state, the first wheel end 210 is driven by the second motor 7 and the second wheel end 220 is driven by the first motor 8. Therefore, the first wheel end 210 and the second wheel end 220 form a distributed structure. When the first clutch 33 is in the engaged state and the third clutch 316 is in the disengaged state, after the power input by the second motor 7 is transmitted to the differential gear 312 through the first differential driven gear 313, a part of the power is transmitted to the first wheel end 210 through the first output half shaft 314, and the other part of the power is transmitted to the second wheel end 220 through the second output half shaft 315, the first clutch 33 and the second transmission member 32, realizing that the first wheel end 210 and the second wheel end 220 are driven by the same power source. Among them, when the first clutch 33 is in the engaged state and the second clutch 2 and the third clutch 316 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can be driven by the second motor 7 to realize the single-motor drive function. When the fifth clutch 5, the second clutch 2 and the first clutch 33 are in the engaged state and the third clutch 316 is in the disengaged state, the power system can realize the hybrid parallel mode and the engine direct drive mode. When the second clutch 2 and the first clutch 33 are in the engaged state and the fifth clutch 5 and the third clutch 316 are in the disengaged state, the power system can also realize the dual-motor drive working mode. When the power system is in the dual-motor drive working mode, the first motor 8 and the second motor 7 work. The power of the first motor 8 is combined with the power of the second motor 7 at the differential assembly 3 after passing through the power input shaft 11 and the second clutch 2, and jointly drives the first wheel end and the second wheel end to rotate.

[0060] The second transmission member 32 includes a power output shaft 321 and a second differential driven gear 322. One end of the power output shaft 321 is connected to the first clutch 33, and the other end is connected to the second wheel end 220; the second differential driven gear 322 is fixedly connected to the power output shaft 321 and is in transmission connection with the second clutch 2, so that the power passing through the second clutch 2 can be transmitted to the second wheel end 220 through the second differential driven gear 322 and the power output shaft 321, and can also be transmitted to the first wheel end 210 through the second differential driven gear 322, the power output shaft 321, the first clutch 33 and the first transmission member 31.

[0061] Specifically, a first gear 61 is provided at the output end of the second clutch 2. The first gear 61 is rotatably connected to the power input shaft 11, and the first gear 61 meshes with the second differential driven gear 322 to realize the connection between the second transmission member 32 and the second clutch 2.

[0062] A differential input shaft gear 71 is provided on the output shaft of the second motor 7. The power system further includes a first intermediate shaft 91, a differential drive gear 92, and an intermediate driven gear 93. The differential drive gear 92 and the intermediate driven gear 93 are both fixed on the first intermediate shaft 91. The differential drive gear 92 meshes with the first differential driven gear 313, and the intermediate driven gear 93 meshes with the differential input shaft gear 71, realizing the transmission connection between the second motor 7 and the first transmission member 31 (the first differential driven gear 313).

[0063] Among them, the diameter of the differential input shaft gear 71 is smaller than that of the differential drive gear 92. When the power of the second motor 7 is transmitted to the first transmission member 31, the differential input shaft gear 71, the intermediate driven gear 93, and the differential drive gear 92 form a speed reduction structure, realizing speed reduction and torque increase.

[0064] In other embodiments, the differential input shaft gear 71 can also directly mesh with the first differential driven gear 313.

[0065] In one embodiment, the second motor 7 is arranged on the circumferential side of the differential assembly 3, and the first motor 8 is arranged on the circumferential outer side of the differential assembly 3. Among them, in the differential assembly 3, the first output shaft half shaft 314, the second output half shaft 315, the power output shaft 321, the first differential driven gear 313, and the differential housing 311 are coaxially arranged. The circumferential direction of the differential assembly 3 refers to the outer side at the axis where the first output shaft half shaft 314, the second output half shaft 315, the first differential driven gear 313, and the differential housing 311 are located. The power input shaft 11, the first intermediate shaft 91, the first motor 8, and the second motor 7 are all arranged parallel to the differential assembly 3, and moreover, the differential assembly 3, the power input shaft 11, the first intermediate shaft 91, the first motor 8, and the second motor 7 are at least partially overlapped axially, so as to shorten the length of the power system in the Y direction (the axial direction of the power input shaft 11, which is also the width direction of the vehicle).

[0066] In Figure 1 In the illustrated embodiment, the first output shaft half shaft 314, the second output half shaft 315, and the power output shaft 321 are on the same straight line. One end of the first output shaft half shaft 314 away from the second output half shaft 315 is the first end of the differential assembly 3, and one end of the power output shaft 321 away from the second output half shaft 315 is the second end of the differential assembly 3. The power input shaft 321, the first intermediate shaft 91, the first motor 8, and the second motor 7 are all located between the first end and the second end of the differential assembly 3, so as to shorten the length of the power system in the Y direction (the axial direction of the power input shaft 11).

[0067] Among them, the first motor 8 is located outside the second clutch 2, that is, the first motor 8 coincides with the power input shaft 11 in the axial direction. The intermediate passive gear 93 is located outside the differential drive gear 92 near the second differential driven gear 322. The second motor 7 is located outside the first differential driven gear 313, so that the first intermediate shaft 91 and the second motor 7 coincide with the power input shaft 11 in the axial direction. Therefore, the first motor 8 and the second motor 7 at least partially coincide in the axial direction, making the structure of the power system more compact in the Y direction.

[0068] In one embodiment, an input shaft gear 51 is provided on the fifth clutch 5, and an eighth gear 81 is provided on the output shaft of the first motor 8. The eighth gear 81 meshes with the input shaft gear 51 to realize the transmission connection between the first motor 8 and the power input shaft 11. Moreover, the input shaft gear 51 is provided on the fifth clutch 5, reducing the space for the power input shaft 11 to install the input shaft gear 51, and further reducing the length of the power input shaft 11 in the axial direction. Among them, the diameter of the eighth gear 81 is smaller than that of the input shaft gear 51, so that when the first motor 8 outputs power, a speed reduction structure is formed between the eighth gear 81 and the input shaft gear 51, realizing the speed reduction and torque increase of the first motor 8. When the engine 1 drives the first motor 8 to generate electricity, the function of speed increase and torque reduction is realized, that is, the torque requirement of the first motor 8 is reduced, and thus the size of the first motor 8 can be reduced, improving the power density of the entire power system.

[0069] In Figure 1 and Figure 3 In the shown embodiment, when the first clutch 33 is in the engaged state, the first wheel end 210 and the second wheel end 220 are driven by the second motor 7, and the engine 1 can drive the first motor 8 to generate electricity, forming an extended-range power system, thereby improving the endurance of the vehicle. When the first clutch 33 is in the disengaged state, the first wheel end 210 is driven by the second motor 7, and the second wheel end 220 is driven by the first motor 8, forming a distributed structure. By separately controlling the speeds of the second motor 7 and the first motor 8, the vehicle can be driven and turned, bringing a smaller turning radius or track following accuracy to the whole vehicle. At the same time, there is a faster response to emergencies, improving the driving safety of the whole vehicle. Therefore, a power system integrating an extended-range module and a distributed electric drive in one housing is realized, achieving a high degree of integration of the power system.

[0070] Embodiment 2:

[0071] Referring to Figure 4 , this embodiment is based on Embodiment 1, that is, in Figure 1 and Figure 3On the basis of the extended-range power system shown, the position of the first motor 8 is adjusted, that is, the output shaft of the first motor 8 is directly fixedly connected to the power input shaft 11, thereby reducing the gear transmission structure between the engine 1 and the first motor 8, and thereby reducing the power transmission efficiency loss between the engine 1 and the first motor 8, so that when the engine 1 drives the first motor 8 to generate electricity, the power generation efficiency of the first motor 8 is improved.

[0072] exist Figure 4 In the illustrated embodiment, the output shaft of the first motor 8 is sleeved on the power input shaft 11, and the output shaft of the first motor 8 is fixedly connected to the power input shaft 11, so that the structure of the power system is more compact.

[0073] In some embodiments, the power system further includes a third intermediate shaft 97, a fifth gear 98, and a sixth gear 99. The third intermediate shaft 97 is arranged in parallel with the power input shaft 11. The fifth gear 98 and the sixth gear 99 are both fixed on the third intermediate shaft 97. The fifth gear 98 is transmission-connected to the second clutch 2, and the sixth gear 99 is transmission-connected to the second transmission member 32. Through the arrangement of the third intermediate shaft 97, the fifth gear 98, and the sixth gear 99, a large space is provided between the differential assembly 3 and the power input shaft 11 for installing the first motor 8.

[0074] Among them, the diameter of the sixth gear 99 is smaller than the diameter of the fifth gear 98, so that when the sixth gear 99 transmits with the second differential driven gear 322 in the second transmission member 32, the diameter of the second differential driven gear 322 is reduced with the same transmission ratio.

[0075] Embodiment three:

[0076] This embodiment is based on the first embodiment. Figure 1 and Figure 3 On the basis of the extended-range power system shown, the fourth clutch 4 is added, so that when the first clutch 33 is in the engaged state, the first wheel end 210 and the second wheel end 220 can be driven by one or more of the first motor 8, the second motor 7 and the engine 1 to form a power system, thereby improving the power output of the vehicle, maximizing the total power efficiency to achieve escape, and improving the handling performance of the vehicle. Therefore, a power system that integrates the hybrid module, the extended-range module and the distributed electric drive in one housing is realized, achieving a high degree of integration of the power system.

[0077] See also Figure 5 and Figure 6, the power system includes the above-mentioned engine 1, power input shaft 11, fifth clutch 5, first motor 8, second clutch 2, differential assembly 3 and second motor 7. The power system further includes a fourth clutch 4. The fourth clutch 4 is connected to the power input shaft 11 and the first differential reduction driven gear 313. The fourth clutch 4 is used to control the engagement or disengagement of the power input shaft 11 and the first differential reduction driven gear 313, so that the power passing through the power input shaft 11 can be transmitted to the first transmission member 31 through the fourth clutch 4. Among them, when the first clutch 33 and the fourth clutch 4 are in the engaged state, the first motor 8 or the engine 1 can drive the first wheel end 210 and the second wheel end 220 to rotate, or the first motor 8 and the second motor 7 can drive the first wheel end 210 and the second wheel end 220 to rotate simultaneously, or the engine 1 and the second motor 7 can drive the first wheel end 210 and the second wheel end 220 to rotate simultaneously. In Figure 5 and Figure 6 In the illustrated embodiment, the fourth clutch 4 is disposed on the power input shaft 11 and is connected to the first differential reduction driven gear 313.

[0078] In one embodiment, the second clutch 2 and the fourth clutch 4 share a clutch housing, so that the second clutch 2 and the fourth clutch 4 form a dual clutch. The clutch housing of the dual clutch is fixedly connected to the power input shaft 11, so as to reduce the space occupied by the second clutch 2 and the fourth clutch 4, that is, reduce the length of the power input shaft 11, and further reduce the length of the power system along the axial direction of the power input shaft 11.

[0079] In Figure 5 and Figure 6 In the illustrated embodiment, the second clutch 2 and the fourth clutch 4 form a back-to-back dual clutch, making the structure more compact and facilitating the arrangement of the second differential reduction driven gear 322 connected to the second clutch 2 and the first differential reduction driven gear 313 connected to the fourth clutch 4 in the axial direction of the power input shaft.

[0080] A second gear 41 is provided at the output end of the fourth clutch 4. The second gear 41 is rotatably connected to the power input shaft 11. The second gear 41 meshes with the first differential reduction driven gear 313 to realize the connection between the first transmission member 31 and the fourth clutch 4.

[0081] In one embodiment, the differential driving gear 92, the first differential driven gear 313 and the fourth clutch 4 are arranged on the same plane, the second motor 7 is arranged radially outside the differential driving gear 92, the first motor 8 is arranged radially outside the second clutch 2, and the first motor 8 and the second motor 7 are arranged in parallel, and the distance between the first motor 8 and the second motor 7 in the Y direction is reduced, so that the length of the power system in the Y direction (axial direction of the power input shaft 11) is shortened, and the length in the X direction is fully utilized. The Y direction is the width direction of the whole vehicle, and the X direction is the length direction of the whole vehicle.

[0082] Among the above, the working modes of the power system include single-motor pure electric drive mode, dual-motor pure electric drive mode, dual-motor distributed pure electric drive mode, parking power generation mode, series mode, hybrid parallel mode, engine direct drive mode, single-motor energy recovery mode, dual-motor distributed energy recovery mode, single-motor pure electric escape mode, dual-motor pure electric escape 1st gear mode and dual-motor pure electric escape 2nd gear mode.

[0083] When the power system is in a single-motor pure electric drive mode, the first clutch 33 is engaged, the second motor 7 is working, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0084] When the power system is in the dual-motor pure electric drive mode, the fourth clutch 4 and the first clutch 33 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0085] When the power system is in the dual-motor distributed pure electric drive mode, the second clutch 2 and the third clutch 316 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the second clutch 2, the second differential driven gear 322 and the power output shaft 321. The power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316 and the first output half shaft 314.

[0086] When the power system is in the parking power generation mode, the fifth clutch 5 is engaged, and the engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11.

[0087] When the power system is in the series mode, the fifth clutch 5 and the first clutch 33 are engaged. The engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0088] When the power system is in the hybrid parallel mode, the fifth clutch 5, the fourth clutch 4 and the first clutch 33 are engaged. The engine 1 and the second motor 7 work. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313 and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the engine 1 and the second motor 7 for the first wheel end 210 and the second wheel end 220 to rotate. In this mode, the first motor 8 can be in the power generation state or the driving state.

[0089] When the power system is in the engine direct drive mode, the fifth clutch 5, the fourth clutch 4 and the first clutch 33 are engaged. The engine 1 works. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the drive of the engine 1 for the first wheel end 210 and the second wheel end 220 to rotate.

[0090] When the power system is in the single motor energy recovery mode, the first clutch 33 is engaged, and the first wheel end 210 and the second wheel end 220 drive the second motor 7 to generate electricity.

[0091] When the power system is in the dual-motor distributed energy recovery mode, the second clutch 2 and the third clutch 316 are combined, and the second wheel end 220 drives the first motor 8 to generate electricity through the power output shaft 321, the second differential driven gear 322, the second clutch 2, and the power input shaft 11, and the first wheel end 210 drives the second motor 7 to generate electricity through the first output half shaft 314, the third clutch 316, and the first differential driven gear 313.

[0092] When the power system is in the single-motor pure electric escape mode, the first clutch 33 and the third clutch 316 are engaged, the second motor 7 is working, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313, the third clutch 316 and the differential housing 311. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0093] When the power system is in the dual-motor pure electric escape 1st gear mode, the first clutch 33, the third clutch 316 and the fourth clutch 4 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, the third clutch 316, and the differential housing 311. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313, the third clutch 316 and the differential housing 311. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0094] When the power system is in the dual-motor pure electric escape 2nd gear mode, the second clutch 2, the first clutch 33 and the third clutch 316 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the power output shaft 321 through the power input shaft 11, the second clutch 2 and the second differential driven gear 322. The power of the second motor 7 is transmitted to the first output half shaft 314 through the first differential driven gear 313 and the third clutch 316. Since the first output half shaft 314, the differential housing 311, the differential gear 312 and the second output half shaft 315 are locked as a whole, the first clutch 33 connects the second output half shaft 315 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0095] The working modes of the power system are as follows:

[0096]

[0097] In the above table, “ / ” indicates that the corresponding clutch can be in an engaged state or a disengaged state, but in the present application, the disengaged state is preferred.

[0098] Embodiment 4:

[0099] See also Figures 7 - 9 This embodiment is based on the third embodiment. Figure 5 and Figure 6 On the basis of the power system shown, the sixth clutch 6 is added, and the sixth clutch 6 connects the first transmission member 31 and the power input shaft 11, so that the fourth clutch 4 and the sixth clutch 6 form two gears of the power system, forming a 2-gear power system. The 2-gear power system can not only realize the wheel escape mode, but also maximize the use of the entire power total success rate to achieve escape, and can also realize dual-motor drive, which can improve the handling performance of the whole vehicle. Therefore, a power system that integrates the hybrid module, the range-extending module and the distributed electric drive in one housing is realized, and a high degree of integration of the power system is achieved. The power system has multiple gears, which further optimizes the working efficiency of the engine and the first motor, and is also conducive to improving the acceleration capability of the whole vehicle.

[0100] Specifically, the power system includes an engine 1, a power input shaft 11, a fifth clutch 5, a first motor 8, a second clutch 2, a fourth clutch 4, a sixth clutch 6, a differential assembly 3 and a second motor 7. The fifth clutch 5 connects the power input shaft 11 and the engine 1, and is used to control the engine 1 to be coupled or decoupled from the power input shaft 11. When the fifth clutch 5 is in a coupled state, the power of the engine 1 can be transmitted to the power input shaft 11. The first motor 8 is in transmission connection with the power input shaft 11, so that the power on the power input shaft 11 can be transmitted to the first motor 8, and the power on the first motor 8 can also be transmitted to the power input shaft 11. Therefore, when the fifth clutch 5 is in a coupled state, the first motor 8 can drive the rotating shaft of the engine 1 to rotate to realize the ignition of the engine 1, and the engine 1 can also drive the first motor 8 to generate electricity.

[0101] exist Figure 7 In the illustrated embodiment, the fifth clutch 5 includes a fifth clutch housing and a fifth clutch brake. The fifth clutch housing is fixedly connected to the power input shaft 11, the fifth clutch brake is movably connected in the fifth clutch housing, and the fifth clutch brake is connected to the output shaft of the engine 1. By controlling the fifth clutch housing and the fifth clutch brake to be combined, the output shaft of the engine 1 is connected to the power input shaft 11.

[0102] The differential assembly 3 includes a first transmission member 31, a second transmission member 32, and a first clutch 33. The first transmission member 31 connects the external first wheel end 210 and the second motor 7, enabling the second motor 7 to drive the first wheel end 210 to rotate through the first transmission member 31. The second transmission member 32 connects the second wheel end 220. The first clutch 33 is respectively connected to the first transmission member 31 and the second transmission member 32, and the first clutch 33 is used to control the engagement or separation of the first transmission member 31 and the second transmission member 32. When the first clutch 33 is in the engaged state, the power of the second motor 7 can drive both the first wheel end 210 and the second wheel end 220 to rotate, thereby improving the power performance of the vehicle. When the first clutch 33 is in the separated state, the first wheel end 210 can be driven by the second motor 7, and the second wheel end 220 can be driven by the first motor 8, such that the first wheel end 210 and the second wheel end 220 form a distributed structure with independent power sources. Furthermore, by controlling the rotational speeds of the first motor 8 and the second motor 7, the turning radius of the vehicle can be reduced. When the vehicle encounters safety accidents such as extreme flat tires or slippery road surfaces, the balance of the vehicle can also be controlled by controlling the rotational speeds of the first motor 8 and the second motor 7, improving the driving safety of the vehicle.

[0103] The fourth clutch 4 connects the power input shaft 11 and the first transmission member 31. In the case where the fourth clutch 4 is in the engaged state, the first motor 8 can also drive the first wheel end 210 to rotate through the fourth clutch 4 and the first transmission member 31. In Figure 7 the illustrated embodiment, the fourth clutch 4 is provided on the power input shaft 11 and is connected to the first transmission member 31.

[0104] Specifically, the power system further includes a second intermediate shaft 94. The second intermediate shaft 94 is arranged in parallel with the power input shaft 11, and the second intermediate shaft 94 is connected to the first transmission member 31. The sixth clutch 6 connects the second intermediate shaft 94 and the power input shaft 11, and the sixth clutch 6 is used to control the engagement and separation of the second intermediate shaft 94 and the power input shaft 11. In Figure 7 the illustrated embodiment, the sixth clutch 6 is provided on the second intermediate shaft 94 and is connected to the power input shaft 11.

[0105] The second transmission member 32 is connected to the power input shaft 11 through the second clutch 2, and the second wheel end 220 is connected to the second transmission member 32, enabling the first motor 8 to drive the second wheel end 220 to rotate through the power input shaft 11 and the second transmission member 32.

[0106] The second clutch 2 connects the power input shaft 11 and the second transmission member 32. The second clutch 2 is used to control the engagement or disengagement of the power input shaft 11 and the second transmission member 32. When the first clutch 33 and the fourth clutch 4 are in an engaged state and the second clutch 2 is in a disengaged state, the first motor 8, the second motor 7 and the engine 1 can input power from the first differential driven gear 313 described below to simultaneously drive the first wheel end 210 and the second wheel end 220 to rotate.

[0107] The second transmission member 32 includes a power output shaft 321, which is connected to the first clutch 33 and the second wheel end 220. The second clutch 2 is connected to the power output shaft 321, and the second clutch 2 is provided with a seventh gear 21, which is rotationally connected to the power output shaft 321. The second clutch 2 is transmission-connected to the power input shaft 11 through the seventh gear 21, so that the second clutch 2 controls the power on and off between the power input shaft 11 and the power output shaft 321.

[0108] The first transmission member 31 includes a differential housing 311, a differential gear 312, a first differential driven gear 313, a first output half shaft 314 and a second output half shaft 315. The first differential driven gear 313 is fixedly connected to the differential housing 311. The second motor 7, the second intermediate shaft 94 and the fourth clutch 4 are all transmission-connected to the first differential driven gear 313. The differential gear 312 is rotationally connected in the differential housing 311. One end of the first output half shaft 314 is connected to the differential gear 312, and the other end is connected to the first wheel end 210. One end of the second output half shaft 315 is connected to the differential gear 312, and the other end is connected to the first clutch 33.

[0109] When the fourth clutch 4 is in the engaged state and the second clutch 2 is in the disengaged state, the first motor 8, the second motor 7 and the engine 1 can all drive the first output axle 314 and the second output axle 315 to rotate. When the first clutch 33 is in the engaged state, the power of the second output axle 315 can be transmitted to the second wheel end 220 through the first clutch 33 and the power output shaft 321, so that one or more of the first motor 8, the second motor 7 and the engine 1 simultaneously drive the first wheel end 210 and the second wheel end 220 to rotate. In this state, the differential gear 312 can rotate relative to the differential housing 311, so that a speed difference is formed between the first output axle 314 and the second output axle 315, so that the vehicle turns. Of course, the first output axle 314 and the second output axle 315 can also rotate at the same speed to achieve straight-line driving of the vehicle.

[0110] The first transmission member 31 further includes a third clutch 316. The third clutch 316 is disposed on the differential housing 311 and can be engaged with one of the first output half shaft 314 and the second output half shaft 315. When the third clutch 316 is connected to the first output half shaft 314, the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half shaft 314. When the third clutch 316 is connected to the second output half shaft 315, the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output half shaft 315.

[0111] In the case where the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half shaft 314, when the third clutch 316 is in the engaged state, the first output half shaft 314 and the differential housing 311 are locked together. Therefore, the first output half shaft 314 cannot rotate relative to the differential housing 311, so that the differential gear 312 cannot rotate (i.e., self-rotate, and self-rotation means rotating around the axis of the differential gear 312), and thus the differential function cannot be realized. The power input from the first differential reduction driven gear 313 is directly transmitted to the first output half shaft 314 through the third clutch 316.

[0112] In the case where the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output half shaft 315, when the third clutch 316 is in the engaged state, the second output half shaft 315 and the differential housing 311 are locked together. Therefore, the second output half shaft 315 cannot rotate relative to the differential housing 311, so that the differential gear 312 cannot rotate (i.e., self-rotate). Furthermore, the differential housing 311, the differential gear 312, the first differential reduction driven gear 313, the first output half shaft 314, and the second output half shaft 315 are fixed as a whole, and the differential function cannot be realized. The power input from the first differential reduction driven gear 313 is directly transmitted to the first output half shaft 314 through the third clutch 316, the second output half shaft 315, and the differential gear 312.

[0113] In the above, when the second clutch 2 and the third clutch 316 are in the engaged state, and the fourth clutch 4, the sixth clutch 6 and the first clutch 33 are in the disengaged state, the first wheel end 210 is driven by the second motor 7, and the second wheel end 220 is driven by the first motor 8. Therefore, the first wheel end 210 and the second wheel end 220 form a distributed structure. When the first clutch 33 is in the engaged state, and the third clutch 316 and the second clutch 2 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can be driven by the second motor 7 to achieve the single-motor drive function. Of course, when the fourth clutch 4 and the first clutch 33 are in the engaged state, and the third clutch 316 and the second clutch 2 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can be driven by one or more of the first motor 8, the second motor 7 and the engine 1; similarly, when the sixth clutch 6 and the first clutch 33 are in the engaged state, and the fourth clutch 4, the third clutch 316 and the second clutch 2 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can also be driven by one or more of the first motor 8, the second motor 7 and the engine 1.

[0114] A differential input shaft gear 71 is provided on the output shaft of the second motor 7. The power system further includes a first intermediate shaft 91, a differential drive gear 92 and an intermediate driven gear 93. The differential drive gear 92 and the intermediate driven gear 93 are both fixed on the first intermediate shaft 91. The differential drive gear 92 meshes with the first differential driven gear 313, and the intermediate driven gear 93 meshes with the differential input shaft gear 71 to realize the connection between the second motor 7 and the first transmission member 31.

[0115] Among them, the diameter of the differential input shaft gear 71 is smaller than that of the differential drive gear 92. When the power of the second motor 7 is transmitted to the first transmission member 31, the differential input shaft gear 71, the intermediate driven gear 93 and the differential drive gear 92 form a speed reduction structure to achieve speed reduction and torque increase.

[0116] In other embodiments, the differential input shaft gear 71 can also directly mesh with the first differential driven gear 313.

[0117] Specifically, the output end of the sixth clutch 6 is provided with a first gear 61, which is rotatably connected to the second intermediate shaft 94. The power input shaft 11 is fixed with a third gear 93, and the first gear 61 meshes with the third gear 93 to achieve the connection between the sixth clutch 6 and the power input shaft 11. The second intermediate shaft 94 is fixed with a fourth gear 96, which meshes with the first differential driven gear 313 to achieve the connection between the second intermediate shaft 94 and the first differential driven gear 313. The output end of the fourth clutch 4 is provided with a second gear 41, which is rotatably connected to the power input shaft 11, and the second gear 41 meshes with the first differential driven gear 313 to achieve the connection between the first transmission member 31 and the fourth clutch 4.

[0118] In one embodiment, an input shaft gear 51 is provided on the fifth clutch 5, and an eighth gear 81 is provided on the output shaft of the first motor 8. The eighth gear 81 meshes with the input shaft gear 51 to realize the transmission connection between the first motor 8 and the power input shaft 11, and the input shaft gear 51 is provided on the fifth clutch 5 to reduce the length of the power input shaft 11 in the axial direction. Among them, the diameter of the eighth gear 81 is smaller than the diameter of the input shaft gear 51, so that when the first motor 8 outputs power, a speed reduction structure is formed between the eighth gear 81 and the input shaft gear 51, so as to realize the speed reduction and torque increase of the first motor 8. When the engine 1 drives the first motor 8 to generate electricity, the speed increase and torque reduction effect is realized, thereby reducing the size of the first motor 8.

[0119] The first clutch 33 and the second clutch 2 are not in the engaged state at the same time, and the third clutch 316 is synchronized with the state of the second clutch 2. When the third clutch 316 and the second clutch 2 are in the engaged state, the first clutch 33 is in the disengaged state, so a distributed structure is formed between the first transmission member 31 and the second transmission member 32. When the third clutch 316 and the second clutch 2 are in the disengaged state, the first clutch 33 is in the engaged state, so that one or more of the first motor 8, the second motor 7 and the engine 1 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0120] Among the above, the working modes of the power system include single-motor pure electric drive mode, dual-motor pure electric drive 1st gear mode, dual-motor pure electric drive 2nd gear mode, dual-motor distributed pure electric drive mode, parking power generation mode, series mode, hybrid parallel 1st gear mode, hybrid parallel 2nd gear mode, engine direct drive 1st gear mode, engine direct drive 2nd gear mode, single-motor energy recovery mode, dual-motor distributed energy recovery mode, single-motor pure electric escape mode, dual-motor pure electric 1st gear escape mode, dual-motor pure electric 2nd gear escape mode and dual-motor pure electric distributed escape mode.

[0121] When the power system is in the single-motor pure electric drive mode, the first clutch 33 is engaged, the second motor 7 operates, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0122] When the power system is in the dual-motor pure electric drive first gear mode, the fourth clutch 4 and the first clutch 33 are engaged, the sixth clutch 6, the second clutch 2, and the third clutch 316 are all disengaged. The first motor 8 and the second motor 7 operate. The power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the first motor 8 and the second motor 7 to rotate the first wheel end 210 and the second wheel end 220.

[0123] When the power system is in the dual-motor pure electric drive second gear mode, the sixth clutch 6 and the first clutch 33 are engaged, the fourth clutch 4, the second clutch 2, and the third clutch 316 are all disengaged. The first motor 8 and the second motor 7 operate. The power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the first motor 8 and the second motor 7 to rotate the first wheel end 210 and the second wheel end 220.

[0124] When the power system is in the dual-motor distributed pure electric drive mode, the third clutch 316 and the second clutch 2 are engaged, and the sixth clutch 6, the fourth clutch 4, and the first clutch 33 are all disengaged. The first motor 8 and the second motor 7 operate. The power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the seventh gear 21, and the power output shaft 321. The power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316, and the first output half shaft 314, realizing that the first motor 8 drives the second wheel end 220 to rotate and the second motor 7 drives the first wheel end 210 to rotate.

[0125] When the power system is in the park and generate electricity mode, the fifth clutch 5 is engaged, and the engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11.

[0126] When the power system is in the series mode, the fifth clutch 5 and the first clutch 33 are engaged, and the sixth clutch 6, the fourth clutch 4, the second clutch 2, and the third clutch 316 are all disengaged. The engine 1 and the second motor operate. The engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0127] When the power system is in the hybrid parallel first gear mode, the fifth clutch 5, the fourth clutch 4, and the first clutch 33 are engaged, and the sixth clutch 6, the second clutch 2, and the third clutch 316 are all disengaged. The engine 1 and the second motor 7 operate. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing that the engine 1 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate. In this mode, the first motor 8 can be in the power generation state or the drive state.

[0128] When the power system is in the hybrid parallel two-gear mode, the fifth clutch 5, the sixth clutch 6, and the first clutch 33 are engaged, while the fourth clutch 4, the second clutch 2, and the third clutch 316 are all disengaged. The engine 1 and the second motor 7 operate. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the first wheel end 210 and the second wheel end 220 by the engine 1 and the second motor 7. In this mode, the first motor 8 can be in the power generation state or the drive state.

[0129] When the power system is in the engine direct drive first-gear mode, the fifth clutch 5, the fourth clutch 4, and the first clutch 33 are engaged, while the sixth clutch 6, the second clutch 2, and the third clutch 316 are all disengaged. The engine 1 operates. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the first wheel end 210 and the second wheel end 220 by the engine 1 and the second motor 7.

[0130] When the power system is in the engine direct drive second-gear mode, the fifth clutch 5, the sixth clutch 6, and the first clutch 33 are engaged, while the fourth clutch 4, the second clutch 2, and the third clutch 316 are all disengaged. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, realizing the common drive of the first wheel end 210 and the second wheel end 220 by the engine 1 and the second motor 7.

[0131] When the power system is in the single-motor energy recovery mode, the first clutch 33 is engaged, the first wheel end 210 drives the first output half shaft 314 to rotate, and the second wheel end 220 drives the second output half shaft 315 to rotate through the power output shaft 321 and the first clutch 33, so that the power on the first output half shaft 314 and the second output half shaft 315 is transmitted to the second motor 7 through the differential gear 312 and the first differential driven gear 313 to drive the second motor 7 to generate electricity.

[0132] When the power system is in the dual-motor distributed energy recovery mode, the third clutch 316 and the second clutch 2 are engaged, the sixth clutch 6, the fourth clutch 4 and the first clutch 33 are all disengaged, and the first wheel end 210 drives the second motor 7 to generate electricity through the first output half shaft 314, the third clutch 316 and the first differential driven gear 313, and the second wheel end 220 drives the first motor 8 to generate electricity through the power output shaft 321, the seventh gear 21 and the power input shaft 11.

[0133] When the power system is in the single-motor pure electric escape mode, the first clutch 33 and the third clutch 316 are engaged, the second motor 7 is working, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the third clutch 316. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321. In this working mode, the differential gear 312 cannot rotate, so it can output a large power to drive the vehicle to move.

[0134] When the power system is in the dual-motor pure electric 1st gear escape mode, the first clutch 33, the third clutch 316 and the fourth clutch 4 are combined, the sixth clutch 6 and the second clutch 2 are separated, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the third clutch 316. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the third clutch 316. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate, and the differential gear 312 cannot rotate, so a larger power can be output to drive the vehicle to move.

[0135] When the power system is in the dual-motor pure electric 2nd gear escape mode, the sixth clutch 6, the first clutch 33 and the third clutch 316 are engaged, the fourth clutch 4 and the second clutch 2 are separated, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313 and the third clutch 316. The power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the third clutch 316. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate, and the differential gear 312 cannot rotate, so a larger power can be output to drive the vehicle to move.

[0136] When the power system is in the dual-motor pure electric distributed escape mode, the third clutch 316 and the second clutch 2 are engaged, the sixth clutch 6, the fourth clutch 4 and the first clutch 33 are all separated, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the seventh gear 21, the second clutch 2 and the power output shaft 321. The power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316 and the first output half shaft 314.

[0137] In the above-mentioned dual-motor pure electric 1st gear escape mode, dual-motor pure electric 2nd gear escape mode and dual-motor pure electric distributed escape mode, the engine 1 can output power together with the first motor 8, or the engine 1 can output power instead of the first motor 8.

[0138] The working modes of the power system are as follows:

[0139]

[0140] In the above table, “ / ” indicates that the corresponding clutch can be in an engaged state or a disengaged state, but in the present application, the disengaged state is preferred.

[0141] In the power systems described in the above Embodiment 1, Embodiment 2, Embodiment 3, and Embodiment 4, the dual-motor combines the advantages of the series-parallel mode or the range-extending mode, and at the same time adds the function of distributed electric drive, enabling the vehicle to have good power performance and fuel economy. At the same time, by making the engine operate in the best efficient area, the cruising range of the vehicle is increased. Integrating the series-parallel mode and distributed electric drive into one power architecture realizes the functions of two power modules, and the assembly structure is more compact. The dual-motor is arranged side by side in the X direction, and the axial dimension of the assembly is smaller, which is beneficial to the platform layout of the vehicle. At the same time, the cost is lower, and more application scenarios of the vehicle can be expanded. The hybrid system has a distributed drive function, which improves the ultimate handling performance of the vehicle, can reduce the turning radius of the vehicle, and realize electronic differential control. The pure electric drive of the dual-motor can generate strong power on the extreme power road surface of the closed road surface, and has more stable handling performance; compared with the distributed pure electric drive of the dual-motor, it has a longer cruising range and better economy.

[0142] When the vehicle has two power systems, and at least one power system is the power system described in the above Embodiment 1, Embodiment 2, Embodiment 3, and Embodiment 4, when one of the power systems is used for driving, the second clutch, the first clutch, and the third clutch of the power system described in the above Embodiment 1, Embodiment 2, Embodiment 3, and Embodiment 4 can be switched to the disengaged state, so that only the first output half shaft connected to the first wheel end and the power output shaft connected to the second wheel end rotate, and other parts do not rotate, thereby there is no gear drag loss, no permanent magnet motor idle loss, and no high-speed weak magnetic loss.

[0143] It can be understood that for those of ordinary skill in the art, equivalent substitutions or changes can be made according to the technical solutions and inventive concepts of the present invention, and all such changes or substitutions should fall within the protection scope of the present invention.

Claims

1. A power system, characterized in that, Comprising: An engine and a power input shaft, the power input shaft being connected to the engine; A first motor, being in transmission connection with the power input shaft; A differential assembly, including a first transmission member, a second transmission member and a first clutch, the first clutch being respectively connected to the first transmission member and the second transmission member, the first clutch being used to control the engagement or separation of the first transmission member and the second transmission member, the first transmission member being connected to an external first wheel end, and the second transmission member being connected to an external second wheel end; A second clutch, being connected to both the power input shaft and the second transmission member, the second clutch being used to control the on-off of the power between the power input shaft and the second transmission member; A second motor, being in transmission connection with the first transmission member.

2. The power system according to claim 1, wherein The first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft and a third clutch, the first differential reduction driven gear being fixedly connected to the differential housing, the second motor being in transmission connection with the first differential reduction driven gear, the differential gears being rotatably connected within the differential housing, one end of the first output half shaft meshing with the differential gears and the other end being connected to the first wheel end, and one end of the second output half shaft meshing with the differential gears and the other end being connected to the first clutch; The third clutch is provided on the differential housing and can engage with one of the first output half shaft and the second output half shaft.

3. The power system according to claim 1, wherein The first motor is arranged on a circumferential side of the differential assembly, and the second motor is arranged on a circumferential side of the differential assembly opposite thereto; The axial direction of the first motor is parallel to the axial direction of the second motor.

4. The power system according to claim 3, wherein The first motor and the second motor at least partially overlap in the axial direction.

5. The power system according to claim 1, wherein The second transmission member includes a power output shaft and a second differential reduction driven gear, one end of the power output shaft being connected to the first clutch and the other end being connected to the second wheel end; the second differential reduction driven gear is fixedly connected to the power output shaft and is in transmission connection with the second clutch.

6. The power system according to any one of claims 1-5, wherein The power system further includes: A fourth clutch, connecting the power input shaft and the first transmission member, the fourth clutch being able to control the engagement or separation of the power input shaft and the first transmission member.

7. The power system according to claim 6, characterized in that, Based on the situation that the first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft and a third clutch, the third clutch is provided on the differential housing and can engage with one of the first output half shaft and the second output half shaft, the fourth clutch is connected to the first differential reduction driven gear.

8. The power system according to claim 6, wherein The second clutch is arranged on the power input shaft. The second clutch and the fourth clutch share a clutch housing, so that the second clutch and the fourth clutch form a dual clutch, and the clutch housing of the dual clutch is fixedly connected to the power input shaft.

9. The power system according to any one of claims 1-5, characterized in that The power system further includes: A fifth clutch, connecting the power input shaft and the engine, and the fifth clutch is used to control the engagement or disengagement of the engine and the power input shaft.

10. The power system according to claim 9, wherein The fifth clutch includes a fifth clutch housing and a fifth clutch braking member. The fifth clutch housing is fixedly connected to the power input shaft. The fifth clutch braking member is movably connected within the fifth clutch housing and is connected to the engine; An input shaft gear is provided on the fifth clutch housing, and an eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the input shaft gear.

11. The power system according to claim 1, characterized in that, The first motor is arranged on the power input shaft.

12. The power system according to claim 11, characterized in that, The power system further includes a third intermediate shaft, a fifth gear and a sixth gear. The fifth gear and the sixth gear are both fixed on the third intermediate shaft, and the fifth gear is in transmission connection with the second clutch, and the sixth gear is in transmission connection with the second transmission member.

13. A power system, characterized in that, including: An engine and a power input shaft, and the power input shaft is connected to the engine; A first motor, in transmission connection with the power input shaft; A differential assembly, including a first transmission member, a second transmission member and a first clutch. The first clutch connects the first transmission member and the second transmission member. The first clutch is used to control the engagement or disengagement of the first transmission member and the second transmission member. The second transmission member is connected to an external second wheel end; the first transmission member is connected to an external first wheel end; A second clutch, connecting the power input shaft and the second transmission member, and used to control the engagement or disengagement of the power input shaft and the second transmission member; A fourth clutch, connecting the power input shaft and the first transmission member, and the fourth clutch is used to control the on-off of the power between the power input shaft and the first transmission member; A sixth clutch, connecting the first transmission member and the power input shaft, and the sixth clutch is used to control the engagement or disengagement of the first transmission member and the power input shaft; A second motor, in transmission connection with the first transmission member.

14. The power system according to claim 13, wherein The first transmission member includes a differential housing, differential gears, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch. The first differential driven gear is fixedly connected to the differential housing. The second motor and the fourth clutch are both in transmission connection with the first differential driven gear. The differential gears are rotatably connected within the differential housing. One end of the first output half shaft is connected to the differential gears, and the other end is connected to the first wheel end. One end of the second output half shaft is connected to the differential gears, and the other end is connected to the first clutch; The third clutch is disposed on the differential housing and can be engaged with one of the first output half shaft and the second output half shaft.

15. The power system according to claim 14, wherein The second transmission member includes a power output shaft, and the power output shaft is connected to the first clutch and the first wheel end; The second clutch is connected to the power output shaft, and a second differential driven gear is provided on the second clutch, and the second differential driven gear is in transmission connection with the power input shaft.

16. The power system according to claim 14, wherein The power system further includes a second intermediate shaft and a first gear. The second intermediate shaft is connected to the first differential driven gear, the sixth clutch is fixedly connected to the second intermediate shaft, the first gear is fixedly connected to the output end of the sixth clutch, a second gear is rotatably connected to the power input shaft, and a third gear is fixedly connected to the power input shaft. The third gear meshes with the first gear and the second differential driven gear, the second gear is fixedly connected to the fourth clutch, and the second gear meshes with the first differential driven gear.

17. The power system according to any one of claims 14-16, wherein A differential input shaft gear is provided on the output shaft of the second motor; The power system further includes a first intermediate shaft, a differential drive gear and an intermediate driven gear. The differential drive gear and the intermediate driven gear are both fixed on the first intermediate shaft. The differential drive gear meshes with the first differential driven gear, and the intermediate driven gear meshes with the differential input shaft gear.

18. The power system according to any one of claims 13-16, characterized in that, The power system further includes: A fifth clutch connecting the power input shaft and the engine, and the fifth clutch is used to control the engagement or disengagement of the engine and the power input shaft.

19. The power system according to claim 18, wherein The fifth clutch includes a fifth clutch housing and a fifth clutch brake member. The fifth clutch housing is fixedly connected to the power input shaft, the fifth clutch brake member is movably connected in the fifth clutch housing and is connected to the engine; An input shaft gear is provided on the fifth clutch housing, and an eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the input shaft gear.

20. A vehicle, characterized in that, Including a vehicle body, a power system, a second wheel end and a first wheel end. The power system is installed on the vehicle body. The power system is the power system according to any one of claims 1-12 or the power system according to any one of claims 13-19. The second wheel end is connected to the first transmission member of the power system, and the first wheel end is connected to the second transmission member of the power system.

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