Power system and vehicle

Abstract

The invention discloses a power system and a vehicle, and the power system comprises an input mechanism; the first output mechanism is in transmission connection with the input mechanism, and the first output mechanism is suitable for being in transmission connection with a wheel on one side; the second output mechanism is in transmission connection with the input mechanism, and the second output mechanism is suitable for being in transmission connection with a wheel on the other side; at least one of the first output mechanism and the second output mechanism is in transmission connection with the adjusting motor, and the adjusting motor adjusts the transmission characteristic of the first output mechanism and the transmission characteristic of the second output mechanism to be the same or different by adjusting the transmission characteristic of at least one of the first output mechanism and the second output mechanism. Therefore, by arranging the power system, different transmission characteristics can be output on the wheels on the two sides to achieve differential control, and therefore the effects of independent driving and power system simplification are achieved.

Description

Technical Field

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

[0002] In a four-wheel drive vehicle, the torque and speed of each of the four wheels can be controlled independently and precisely, which brings a series of advantages, such as enabling smaller turning radius, assisting ESP (Electronic Stability Program) function, assisting steering function, assisting braking function, etc., thereby improving the vehicle's handling performance. At the same time, the four motors can achieve higher power and stronger off-road performance.

[0003] In related technologies, existing hybrid vehicles often lack independent drive functionality, thus failing to meet users' diverse needs for driving performance. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a power system that can output different transmission characteristics at both wheels to achieve differentiated control, thereby achieving independent drive and simplifying the power system.

[0005] The present invention further proposes a vehicle.

[0006] According to a first aspect of the present invention, a power system includes: an input mechanism; a first output mechanism, the first output mechanism being driveably connected to the input mechanism and adapted to be driveably connected to a wheel on one side; a second output mechanism, the second output mechanism being driveably connected to the input mechanism and adapted to be driveably connected to a wheel on the other side; and an adjustment motor, at least one of the first output mechanism and the second output mechanism being driveably connected to the adjustment motor, the adjustment motor adjusting the transmission characteristics of at least one of the first output mechanism and the second output mechanism to make the transmission characteristics of the first output mechanism and the second output mechanism the same or different.

[0007] Therefore, by setting up this power system, different transmission characteristics can be output on the two wheels to achieve differentiated control, thereby achieving the effects of independent drive and simplifying the power system.

[0008] In some examples of the present invention, the first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism, the gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are different, and the gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are the same.

[0009] In some examples of the present invention, the first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism, the gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are the same, and the gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are different.

[0010] In some examples of the present invention, the first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism, the gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are different, and the gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are different.

[0011] In some examples of the present invention, the first planetary gear mechanism includes: a first sun gear; a first ring gear; a first planet carrier; and a first planet gear, wherein the first planet gear is disposed on the first planet carrier and meshes with the first sun gear and the first ring gear respectively. The first of the first sun gear, the first ring gear, and the first planet carrier is drive-connected to the input mechanism, and the second of the first sun gear, the first ring gear, and the first planet carrier is adapted to drive-connect to a wheel on one side. The second planetary gear mechanism includes: a second sun gear; a second ring gear; a second planet carrier; and a second planet gear, wherein the second planet gear is disposed on the second planet carrier and meshes with the second sun gear and the second ring gear respectively. The first of the second sun gear, the second ring gear, and the second planet carrier is drive-connected to the input mechanism, and the second of the second sun gear, the second ring gear, and the second planet carrier is adapted to drive-connect to a wheel on the other side.

[0012] In some examples of the present invention, the power system further includes a brake connected to a third of the first sun gear, the first ring gear, and the first planet carrier, for selectively braking the third of the first sun gear, the first ring gear, and the first planet carrier.

[0013] In some examples of the present invention, the first output mechanism further includes: a first output gear, the second of the first sun gear, the first ring gear, and the first planet carrier being connected to the first output gear, the first output gear being located on the side of the first sun gear adjacent to the second output mechanism; the second output mechanism further includes: a second output gear, the second of the second sun gear, the second ring gear, and the second planet carrier being connected to the second output gear, the second output gear being located on the side of the second sun gear adjacent to the first output mechanism.

[0014] In some examples of the present invention, the speed ratio of the first output mechanism is a, and the speed ratio of the second output mechanism is b, and a and b satisfy the relationship: |(ba) / a|*100%≤10%, where the speed ratio is the input speed / output speed.

[0015] In some examples of the present invention, the tooth ratio of the first output mechanism is c, and the tooth ratio of the second output mechanism is d, and c and d satisfy the relationship: |(dc) / c|*100%≤10%.

[0016] In some examples of the present invention, the second output mechanism includes a second planetary gear mechanism, which includes: a second sun gear; a second ring gear; a second planet carrier; and second planet gears. The second planet gears are disposed on the second planet carrier and mesh with the second sun gear and the second ring gear, respectively. The first of the second sun gear, the second ring gear, and the second planet carrier is drivenly connected to the input mechanism. The second of the second sun gear, the second ring gear, and the second planet carrier is drivenly connected to a wheel on one side. The third of the second sun gear, the second ring gear, and the second planet carrier is drivenly connected to the regulating motor.

[0017] In some examples of the present invention, the input mechanism includes: an input shaft, a first output mechanism and a second output mechanism respectively connected to the input shaft, and the first output mechanism and the second output mechanism are spaced apart along the axial direction of the input shaft.

[0018] In some examples of the present invention, the input mechanism further includes a first connector disposed on the input shaft, the first connector being located between the first output mechanism and the second output mechanism to selectively disconnect the first output mechanism from the input shaft.

[0019] In some examples of the present invention, the power system further includes an engine, which is drive-connected to the input mechanism.

[0020] In some examples of the invention, the power system further includes a second coupling disposed between the engine and the input mechanism to selectively disconnect the engine and the input mechanism.

[0021] In some examples of the present invention, the power system further includes a drive motor, which is connected to the input mechanism in a transmission manner.

[0022] In some examples of the present invention, the input mechanism includes: an input shaft, wherein the engine, the first output mechanism and the second output mechanism are respectively drivenly connected to the input shaft, and the engine, the first output mechanism and the second output mechanism are spaced apart along the axial direction of the input shaft; a first gear, which is connected to the drive motor; and a second gear, which is connected to the input shaft, and the first gear meshes with the second gear.

[0023] In some examples of the present invention, the power system further includes a second brake, the first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism, the gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are the same, and the gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are the same, and the second brake is disposed between the regulating motor and the second planetary gear mechanism and selectively brakes the regulating motor.

[0024] According to a second aspect of the present invention, a vehicle includes the aforementioned power system.

[0025] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0027] Figure 1 This is a transmission diagram of a power system according to an embodiment of the present invention;

[0028] Figure 2 This is a transmission diagram of a power system according to another embodiment of the present invention;

[0029] Figure 3 This is a transmission diagram of a power system according to another embodiment of the present invention;

[0030] Figure 4 This is a transmission diagram of a power system according to another embodiment of the present invention;

[0031] Figure 5 This is a transmission diagram of a power system according to another embodiment of the present invention.

[0032] Figure label:

[0033] 100. Power system;

[0034] 1. Input mechanism; 11. Input shaft; 12. First coupling; 13. First gear; 14. Second gear;

[0035] 2. First output mechanism; 21. First planetary gear mechanism; 211. First sun gear; 212. First ring gear; 213. First planet carrier; 214. First planet gear; 215. First output gear; 22. First reduction mechanism;

[0036] 3. Second output mechanism; 31. Second planetary gear mechanism; 311. Second sun gear; 312. Second ring gear; 313. Second planet carrier; 314. Second planet gear; 315. Second output gear; 32. Second reduction mechanism;

[0037] 4. First brake; 5. Adjusting motor; 6. Engine; 7. Second coupling; 8. Drive motor; 9. Second brake. Detailed Implementation

[0038] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0039] The following is for reference. Figures 1-5 The power system 100 according to an embodiment of the present invention can output different transmission characteristics on both wheels to achieve differentiated control, thereby achieving independent drive and simplifying the power system 100.

[0040] Combination Figures 1-5 As shown, the power system 100 according to a first aspect embodiment of the present invention includes an input mechanism 1, a first output mechanism 2, a second output mechanism 3, and an adjustment motor 5. The input mechanism 1 primarily serves as the initial transmission structure for transmitting driving force from the power source to the wheels, while the first output mechanism 2 and the second output mechanism 3 can be connected to the wheels on both sides for transmission, so that the driving force transmitted from the input mechanism 1 to both wheels can be output to the wheels on both sides, thereby achieving power control of the vehicle.

[0041] Specifically, the first output mechanism 2 is drivenly connected to the input mechanism 1, and the first output mechanism 2 is adapted to be drivenly connected to the wheel on one side. The second output mechanism 3 is drivenly connected to the input mechanism 1, and the second output mechanism 3 is adapted to be drivenly connected to the wheel on the other side. At least one of the first output mechanism 2 and the second output mechanism 3 is drivenly connected to the regulating motor 5. The regulating motor 5 adjusts the transmission characteristics of at least one of the first output mechanism 2 and the second output mechanism 3 to make the transmission characteristics of the first output mechanism 2 and the second output mechanism 3 the same or different.

[0042] The transmission characteristics refer to the proportional or functional relationship between the input torque, input speed, and input power of the output mechanism and its output torque, output speed, and output power. The transmission characteristics between the first output mechanism 2 and the second output mechanism 3 can be the same or different, which means that the proportional or functional relationship between the input and output ends of these two output mechanisms can be the same or different.

[0043] For example, output torque refers to the magnitude of the torque output by an output mechanism (such as at least one of the first output mechanism 2 and the second output mechanism 3) at a certain speed. Torque directly reflects the output mechanism's ability to drive a load, i.e., the "intensity" of work done. In automobiles, higher torque means better acceleration and hill-climbing ability (torque can be understood as the magnitude of a single "thrust," which does not consider the speed of work done, but only the magnitude of the work done). Output speed refers to the number of revolutions per unit time of an output mechanism (such as at least one of the first output mechanism 2 and the second output mechanism 3). Speed ​​reflects how fast the output mechanism rotates, which affects the number of times work is done per unit time. In automobiles, higher speed means the engine does work more times per minute, but this is not directly equivalent to stronger power output, as it also needs to be considered in conjunction with torque. Output power is the work done per unit time, reflecting the "rate" of work done. It is the product of torque and speed. Power more comprehensively describes a machine's ability to do work because it considers both the magnitude of work done (torque) and the speed of work done (speed). In the automotive field, higher output power means the vehicle has better overall performance, including acceleration and top speed. In summary, output torque represents the instantaneous thrust of the output mechanism, rotational speed reflects the frequency of rotation of the output mechanism, and output power is a combination of torque and rotational speed, representing the total workload completed per unit time. In practical applications, the choice of which parameter to focus on depends on the specific application scenario and needs. For example, torque may be more important when rapid acceleration or towing heavy objects is required; while power may be more important when pursuing high-speed driving or efficient energy utilization.

[0044] Specifically, the input mechanism 1 is simultaneously connected to the first output mechanism 2 and the second output mechanism 3, and the first output mechanism 2 and the second output mechanism 3 are respectively adapted to be connected to the wheels on both sides. This facilitates the transmission of driving force through the input mechanism 1 to the transmission path on the first output mechanism 2 and / or the second output mechanism 3, thereby driving the wheels on both sides to rotate.

[0045] Specifically, the adjusting motor 5 can adjust the transmission characteristics of the first output mechanism 2 and the second output mechanism 3 to be the same or different. This allows the driving force provided by the power system 100 to be transmitted to the wheels on both sides through the first output mechanism 2 and the second output mechanism 3 with different or the same transmission characteristics. In other words, different or the same torque and speed can be output to the wheels on both sides that are respectively connected to the first output mechanism 2 and the second output mechanism 3 (that is, it can realize the working conditions of neither speed nor torque difference between the two wheels, speed difference without torque difference, torque difference without speed difference, and both speed difference and torque difference), thereby realizing differentiated control of the wheels and thus realizing the independent drive function of the vehicle.

[0046] Moreover, since the above arrangement can precisely achieve differentiated control of each wheel, the power system 100 can eliminate the differential structure, thereby simplifying the arrangement of the power system 100.

[0047] Furthermore, the transmission characteristics (i.e., the proportional or functional relationship between the input torque, input speed, and input power of the output mechanism and its output torque, output speed, and output power) of one of the first output mechanisms 2 and the second output mechanism 3 are fixed, while the transmission characteristics of the other output mechanism are adjustable. This adjustment can be achieved by controlling the operating state (driving or generating power and its degree) of the motor 5 according to the vehicle's needs. Designing one output mechanism's transmission characteristics (i.e., the input-output proportional or functional relationship) to be fixed and the other's to be adjustable allows for differentiated control of the torque, speed, and power of the left and right wheels, thereby enabling independent drive functionality.

[0048] Therefore, by setting up this power system 100, different transmission characteristics can be output on the two wheels to achieve differentiated control, thereby achieving the effect of independent drive and simplifying the power system 100.

[0049] In particular, the "transmission characteristics" between the first output mechanism 2 and the second output mechanism 3 can be different. This means that the proportional relationship or functional relationship of "torque, speed and power" between the input and output ends of these two output mechanisms can be different. The reason why the "transmission characteristics" can be different is that the two output mechanisms can be asymmetrically designed.

[0050] According to some optional embodiments of the present invention, in combination Figures 1-4As shown, the first output mechanism 2 includes a first planetary gear mechanism 21 and a first reduction mechanism 22, and the second output mechanism 3 includes a second planetary gear mechanism 31 and a second reduction mechanism 32. The gear ratio of the first planetary gear mechanism 21 and the gear ratio of the second planetary gear mechanism 31 are different, while the gear ratio of the first reduction mechanism 22 and the gear ratio of the second reduction mechanism 32 are the same. The gear ratio (also called the transmission ratio or speed ratio) refers to the ratio of the rotational speeds of two meshing gears; it describes the ratio between the rotational speed of the driving gear (input end) and the rotational speed of the driven gear (output end). For example, a gear ratio greater than 1 indicates that the driven gear rotates slower than the driving gear, which is typically used to increase torque output and is suitable for situations requiring high torque, such as starting and climbing hills. Conversely, if the gear ratio is less than 1, the driven gear rotates faster than the driving gear, which is suitable for high-speed driving and can increase driving speed, but the torque output is relatively reduced.

[0051] Furthermore, the above arrangement can achieve the structural asymmetry design effect between the first output mechanism 2 and the second output mechanism 3, thereby avoiding the regulating motor 5 from being in a stalled working state under normal straight-line driving conditions of the vehicle, and improving the working reliability of the regulating motor 5.

[0052] Optionally, the first planetary gear mechanism 21 and the second planetary gear mechanism 31 in this case can be configured in parallel, with each planetary gear mechanism operating independently. Then, through different combinations of clutches or brakes, their outputs can be selectively activated or combined to achieve multiple transmission ratios. Such an arrangement can increase the flexibility of the transmission ratio and provide more forward gears or specific functions, such as overdrive, low gear, or reverse gear.

[0053] Furthermore, when the gear ratio of the first planetary gear mechanism 21 is different from that of the second planetary gear mechanism 31, the number of transmission ratios can be increased, thereby achieving the effect of multi-stage speed change and forming flexible power matching to adapt to various working conditions. The first reduction mechanism 22 is connected to the first planetary gear mechanism 21 and transmits the driving force to the wheel. The second reduction mechanism 32 is connected to the second planetary gear mechanism 31 and transmits the driving force to the other wheel. When the gear ratio of the first reduction mechanism 22 and the gear ratio of the second reduction mechanism 32 are the same, more stable transmission performance can be guaranteed, and the system structure is simpler, easier to manufacture and maintain.

[0054] According to some optional embodiments of the present invention, in combination Figures 1-4As shown, the first output mechanism 2 includes a first planetary gear mechanism 21 and a first reduction mechanism 22, and the second output mechanism 3 includes a second planetary gear mechanism 31 and a second reduction mechanism 32. The gear ratio of the first planetary gear mechanism 21 and the gear ratio of the second planetary gear mechanism 31 are the same, and the gear ratio of the first reduction mechanism 22 and the gear ratio of the second reduction mechanism 32 are different.

[0055] Furthermore, the above arrangement can achieve another structural asymmetry design effect between the first output mechanism 2 and the second output mechanism 3, thereby preventing the regulating motor 5 from being in a stalled state under normal straight-line driving conditions and improving the working reliability of the regulating motor 5.

[0056] Furthermore, when the gear ratio of the first planetary gear mechanism 21 is the same as that of the second planetary gear mechanism 31, the power system 100 can be simplified, making it easier to manufacture and maintain. The first reduction mechanism 22 is connected to the first planetary gear mechanism 21 and transmits the driving force to the wheel. The second reduction mechanism 32 is connected to the second planetary gear mechanism 31 and transmits the driving force to the other wheel. When the gear ratio of the first reduction mechanism 22 is different from that of the second reduction mechanism 32, multiple transmission ratios can be achieved. This configuration increases the flexibility of the transmission ratio and provides more gears.

[0057] According to some optional embodiments of the present invention, in combination Figures 1-4 As shown, the first output mechanism 2 includes a first planetary gear mechanism 21 and a first reduction mechanism 22, and the second output mechanism 3 includes a second planetary gear mechanism 31 and a second reduction mechanism 32. The gear ratio of the first planetary gear mechanism 21 and the gear ratio of the second planetary gear mechanism 31 are different, and the gear ratio of the first reduction mechanism 22 and the gear ratio of the second reduction mechanism 32 are also different.

[0058] Furthermore, the above arrangement can achieve another structural asymmetry design effect between the first output mechanism 2 and the second output mechanism 3, thereby preventing the regulating motor 5 from being in a stalled state under normal straight-line driving conditions and improving the working reliability of the regulating motor 5.

[0059] Furthermore, when the gear ratio of the first planetary gear mechanism 21 is different from that of the second planetary gear mechanism 31, the number of transmission ratios can be increased, thereby achieving a multi-stage speed change effect and forming a flexible power matching to adapt to various working conditions. The first reduction mechanism 22 is connected to the first planetary gear mechanism 21 and transmits the driving force to the wheel. The second reduction mechanism 32 is connected to the second planetary gear mechanism 31 and transmits the driving force to the other wheel. When the gear ratio of the first reduction mechanism 22 is different from that of the second reduction mechanism 32, multiple transmission ratios can be achieved. This setting increases the flexibility of the transmission ratio and provides more gears.

[0060] According to some optional embodiments of the present invention, in combination Figures 1-4 As shown, the first output mechanism 2 includes a first planetary gear mechanism 21, and the second output mechanism 3 includes a second planetary gear mechanism 31. The speed ratio of the first planetary gear mechanism 21 and the speed ratio of the second planetary gear mechanism 31 are different.

[0061] Furthermore, the first output mechanism 2 and the second output mechanism 3 employ a planetary gear transmission method, allowing them to have a high transmission ratio limitation range. This facilitates the transmission of driving force to the wheels on both sides of the vehicle as needed for differentiated use. Thus, the first planetary gear mechanism 21 and the second planetary gear mechanism 31 have a high adjustability range, making the power system 100 highly adaptable to meet the power output needs of different vehicles.

[0062] Furthermore, in some specific embodiments, the first planetary gear mechanism 21 can be configured with a fixed transmission ratio, while the second planetary gear mechanism 31 can be configured with an adjustable transmission ratio. In this way, by configuring the first planetary gear mechanism 21 with a fixed transmission ratio as needed, the driving performance transmitted to one wheel connected to the first planetary gear mechanism 21 can be determined, thereby allowing the output performance of the other wheel to be fixed. The transmission ratio of the second planetary gear mechanism 31 can then be determined according to the needs of the other wheel, resulting in differentiated torque and speed outputs on both wheels, thus achieving independent driving functions for both wheels.

[0063] Specifically, in combination Figures 1-4As shown, the first planetary gear mechanism 21 includes a first sun gear 211, a first ring gear 212, a first planet carrier 213, and a first planet gear 214. The first planet gear 214 is disposed on the first planet carrier 213 and meshes with the first sun gear 211 and the first ring gear 212 respectively. The first of the first sun gear 211, the first ring gear 212, and the first planet carrier 213 is connected to the input mechanism 1 for transmission, and the second of the first sun gear 211, the first ring gear 212, and the first planet carrier 213 is adapted to be connected to a wheel on one side for transmission.

[0064] For example, one axial end of the first planetary carrier 213 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the first planetary carrier 213, causing the first planetary carrier 213 to rotate. At this time, when the first sun gear 211 is braked and does not rotate, the first planetary gear 214 meshing between the first ring gear 212 and the first sun gear 211 forms a rotation and a revolution around the axis of the first sun gear 211. The first ring gear 212 is the output end. At this time, the transmission ratio between the first planetary carrier 213 and the first ring gear 212 (that is, the power input end and the power output end) inside the first planetary gear mechanism 21 is less than 1. The rotational speed of the first ring gear 212 is greater than the rotational speed of the first planetary carrier 213. At this time, the wheel on this side achieves accelerated movement.

[0065] For example, one axial end of the first sun gear 211 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the first sun gear 211, causing the first sun gear 211 to rotate. When the first planetary carrier 213 is braked and does not rotate, the first planetary gear 214 meshing between the first ring gear 212 and the first sun gear 211 forms a rotation and a revolution around the axis of the first sun gear 211. The first ring gear 212 is the output end. At this time, the transmission ratio of the first sun gear 211 and the first ring gear 212 (that is, the power input end and the power output end) inside the first planetary gear mechanism 21 is greater than 1. The speed of the first ring gear 212 is lower than the speed of the first sun gear 211, and the speed of the first ring gear 212 is opposite to the speed of the first sun gear 211. At this time, the wheel on this side achieves deceleration and can be used for reverse gear.

[0066] Furthermore, the second planetary gear mechanism 31 includes a second sun gear 311, a second ring gear 312, a second planet carrier 313, and a second planet gear 314. The second planet gear 314 is disposed on the second planet carrier 313 and meshes with the second sun gear 311 and the second ring gear 312 respectively. The first of the second sun gear 311, the second ring gear 312, and the second planet carrier 313 is connected to the input mechanism 1 for transmission, and the second of the second sun gear 311, the second ring gear 312, and the second planet carrier 313 is adapted to be connected to the wheel on the other side for transmission.

[0067] For example, one axial end of the second planetary carrier 313 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the second planetary carrier 313, causing the second planetary carrier 313 to rotate. When the second sun gear 311 is braked and does not rotate, the second planetary gear 314 meshing between the second ring gear 312 and the second sun gear 311 forms a rotation and a revolution around the axis of the second sun gear 311. The second ring gear 312 is the output end. At this time, the transmission ratio of the second planetary carrier 313 and the second ring gear 312 (that is, the power input end and the power output end) inside the second planetary gear mechanism 31 is less than 1. The rotational speed of the second ring gear 312 is greater than the rotational speed of the second planetary carrier 313. At this time, the wheel on this side achieves speed-up transmission.

[0068] For example, one axial end of the second sun gear 311 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the second sun gear 311, causing the second sun gear 311 to rotate. When the second planetary carrier 313 is braked and does not rotate, the second planetary gear 314 meshing between the second ring gear 312 and the second sun gear 311 forms a rotation and a revolution around the axis of the second sun gear 311. The second ring gear 312 is the output end. At this time, the transmission ratio of the second sun gear 311 and the second ring gear 312 (that is, the power input end and the power output end) inside the second planetary gear mechanism 31 is greater than 1. The speed of the second ring gear 312 is lower than the speed of the second sun gear 311, and the speed of the second ring gear 312 is opposite to the speed of the second sun gear 311. At this time, the wheel on this side realizes deceleration transmission and can be used for reverse gear.

[0069] For example, one axial end of the second sun gear 311 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the second sun gear 311, causing the second sun gear 311 to rotate. At this time, when the second ring gear 312 is braked and does not rotate, the second planetary carrier 313 is the output end. At this time, the transmission ratio between the second sun gear 311 and the second planetary carrier 313 (that is, the power input end and the power output end) inside the second planetary gear mechanism 31 is greater than 1, and the speed of the second planetary carrier 313 is lower than the speed of the second sun gear 311. At this time, the wheel on this side achieves deceleration transmission.

[0070] Specifically, in combination Figure 1 As shown, the power system 100 also includes a first brake 4, which is connected to the third of the first sun gear 211, the first ring gear 212 and the first planet carrier 213 to selectively brake the third of the first sun gear 211, the first ring gear 212 and the first planet carrier 213.

[0071] It is understandable that in the first planetary gear mechanism 21, the first sun gear 211, the first ring gear 212, and the first planetary carrier 213 are connected to the input mechanism 1, the second is connected to the wheel on one side, and the remaining third is connected to the first brake 4. The first brake 4 can force brake the third of the first sun gear 211, the first ring gear 212, and the first planetary carrier 213, so that the first sun gear 211, the first ring gear 212, and the first planetary carrier 213 in the first planetary gear mechanism 21 can achieve different fixed transmission ratios according to different needs through different combinations and locking methods, thereby achieving the effect of precisely controlling the torque and speed of the wheel on one side.

[0072] The first brake 4 can selectively engage with the third of the first sun gear 211, the first ring gear 212, and the first planetary carrier 213. This allows for different speeds and torques to be output to the wheels on one side, making the vehicle's acceleration and deceleration smoother and more stable. It also reduces the impact and damage to the vehicle and driver during acceleration and deceleration, thereby improving the stability and smoothness of the power transmission.

[0073] Furthermore, combined Figures 1-4 As shown, the first reduction mechanism 22 includes a first output gear 215, and the second of the first sun gear 211, the first ring gear 212 and the first planet carrier 213 is connected to the first output gear 215. The first output gear 215 is located on the side of the first sun gear 211 adjacent to the second output mechanism 3.

[0074] In other words, the second of the first sun gear 211, the first ring gear 212, and the first planetary carrier 213 transmits power smoothly to one side of the wheel through a transmission connection with the first output gear 215; moreover, the first output gear 215 is located on the side of the first sun gear 211 adjacent to the second output mechanism 3 in the axial direction. This arrangement can reduce the eccentric torque of the first output gear 215 on the shaft, facilitate the layout of the vehicle's power system 100, improve the compactness of the power system 100, and reduce the axial space occupied by the power system 100.

[0075] Furthermore, combining Figures 1-4 As shown, the second reduction mechanism 32 includes a second output gear 315, a second sun gear 311, a second ring gear 312, and a second planetary carrier 313 connected to the second output gear 315, and the second output gear 315 is located on the side of the second sun gear 311 adjacent to the first output mechanism 2.

[0076] In other words, the second of the second sun gear 311, the second ring gear 312, and the second planetary carrier 313 transmits power smoothly to one side of the wheel through a transmission connection with the second output gear 315; moreover, the second output gear 315 is located on the side of the second sun gear 311 adjacent to the second output mechanism 3 in the axial direction. This arrangement can reduce the eccentric torque of the second output gear 315 on the shaft, facilitate the layout of the vehicle's power system 100, improve the compactness of the power system 100, and reduce the axial space occupied by the power system 100.

[0077] According to some optional embodiments of the present invention, the speed ratio of the first output mechanism 2 is a, and the speed ratio of the second output mechanism 3 is b, where a and b satisfy the relationship: |(ba) / a|*100%≤10%, where the speed ratio is the input speed / output speed. Thus, since |(ba) / a|*100%≤10% can prevent the regulating motor 5 from stalling, it is suitable to design the speed ratio b to be slightly unequal to the speed ratio a. The purpose is to ensure that the regulating motor 5 operates at low speed and low torque under most operating conditions, thereby making the operation of the regulating motor 5 more reliable.

[0078] Moreover, since the regulating motor 5 can have multiple working states, when the regulating motor 5 rotates forward, the regulating motor 5 provides power to drive the vehicle to move, when the regulating motor 5 rotates in reverse, the regulating motor 5 absorbs power to generate electricity, and when the regulating motor 5 is idling or stalled, the regulating motor 5 cannot absorb or provide power to affect the operation of the power system 100.

[0079] Furthermore, the first output mechanism 2 can be connected to two wheels on the same side, or the second output mechanism 3 can be connected to two wheels on different sides. That is, the first output mechanism 2 and the second output mechanism 3 can be independently connected to two wheels, and it is not limited to two wheels on the same side or two wheels at the same end. It can be adjusted according to the design.

[0080] According to some optional embodiments of the present invention, the total tooth ratio of the first output mechanism is c, and the total tooth ratio of the second output mechanism is d, where c and d satisfy the relationship: |(dc) / c|*100%≤10%. Thus, since |(dc) / c|*100%≤10% can prevent the regulating motor 5 from stalling, it is suitable to design the speed ratio c to be slightly unequal to the speed ratio d. The purpose is to ensure that the regulating motor 5 operates at low speed and low torque under most operating conditions, thereby making the operation of the regulating motor 5 more reliable.

[0081] According to some optional embodiments of the present invention, in combination Figures 1-4As shown, the power system 100 also includes an adjustment motor 5, which is connected to the second output mechanism 3 to adjust the transmission characteristics of the second output mechanism 3.

[0082] In detail, when the transmission ratio of the first output mechanism 2 is the same as the transmission ratio of the second output mechanism 3, an adjustment motor 5 is also adapted to be connected to the second output mechanism 3. The adjustment motor 5 can absorb or supplement the driving power acting on the second output mechanism 3, thereby realizing that the transmission characteristics transmitted to one side wheel through the first output mechanism 2 are different or the same as the transmission characteristics transmitted to the other side wheel through the second output mechanism 3, so as to meet the usage requirements of the power system 100 being assembled and constructed in the vehicle.

[0083] Specifically, when the speed ratio of the first output mechanism 2 is the same as the speed ratio of the second output mechanism 3, the regulating motor 5 is a generator.

[0084] For example, when the vehicle is in normal straight-line driving conditions, the speed and torque of the wheels on both sides are the same (that is, the speed ratio of the first output mechanism 2 is the same as the speed ratio of the second output mechanism 3). In order to avoid the regulating motor 5 being in a stalled state, the regulating motor 5 is designed to be in a low-speed, low-torque state in most operating conditions (as derived from the formula later, iY0 and iZ are designed to be unequal, preferably iY0 < iZ). In this way, the engine 6 can realize the function of generating electricity while driving. Moreover, this design can make the regulating motor 5 have less power and smaller size. At this time, the drive of the whole vehicle is mainly undertaken by the engine 6 or the drive motor 8.

[0085] Furthermore, combined Figures 1-4 As shown, the second output mechanism 3 includes a second planetary gear mechanism 31, which includes a second sun gear 311, a second ring gear 312, a second planetary carrier 313, and a second planetary gear 314. The second planetary gear 314 is disposed on the second planetary carrier 313 and meshes with the second sun gear 311 and the second ring gear 312 respectively. The first of the second sun gear 311, the second ring gear 312, and the second planetary carrier 313 is connected to the input mechanism 1. The second of the second sun gear 311, the second ring gear 312, and the second planetary carrier 313 is connected to a wheel on one side. The third of the second sun gear 311, the second ring gear 312, and the second planetary carrier 313 is connected to the regulating motor 5.

[0086] For example, one axial end of the second planetary carrier 313 can establish a transmission connection with the input mechanism 1. The input mechanism 1 transmits power to the second planetary carrier 313, causing the second planetary carrier 313 to rotate. At this time, the second sun gear 311 is connected to the regulating motor 5. The second planetary gear 314, meshed between the second ring gear 312 and the second sun gear 311, forms a rotation and a revolution around the axis of the second sun gear 311. The second ring gear 312 is the output end. At this time, the transmission ratio of the second planetary carrier 313 and the second ring gear 312 (that is, the power input end and the power output end) inside the second planetary gear mechanism 31 is less than 1. The speed of the second ring gear 312 is greater than the speed of the second planetary carrier 313. At this time, the wheel on this side achieves speed-up transmission. Moreover, since the regulating motor 5 can freely adjust the speed of the second sun gear 311, the wheel on this side can also achieve stepless speed-up effect, which facilitates outputting different transmission characteristics on the two wheels to achieve differentiated control function.

[0087] According to some optional embodiments of the present invention, in combination Figures 1-4 As shown, the input mechanism 1 includes an input shaft 11, a first output mechanism 2 and a second output mechanism 3 are respectively connected to the input shaft 11 for transmission, and the first output mechanism 2 and the second output mechanism 3 are arranged at intervals along the axial direction of the input shaft 11.

[0088] The input mechanism 1 transmits the driving force to the first output mechanism 2 and the second output mechanism 3, which are spaced apart along the axial direction, through the input shaft 11. This coaxial arrangement can reduce the loss of driving force during transmission, prevent deviation in the relative position between transmission components, and effectively utilize axial space, thereby improving transmission efficiency, ensuring transmission smoothness, and improving space compactness.

[0089] Specifically, in combination Figures 2-4 As shown, the input mechanism 1 also includes a first connector 12, which is disposed on the input shaft 11 and located between the first output mechanism 2 and the second output mechanism 3, so as to selectively disconnect the first output mechanism 2 from the input shaft 11.

[0090] Understandably, the first coupling 12 can disconnect and connect the power on the input shaft 11 to the first output mechanism 2. For example, when the first coupling 12 engages the input shaft 11 and the first output mechanism 2, the power on the input shaft 11 can be transmitted to the first output mechanism 2, thereby providing driving force to the wheel that is connected to the first output mechanism 2, allowing the wheel on that side to have an independent driving effect.

[0091] According to some optional embodiments of the present invention, in combination Figures 1-4As shown, the power system 100 also includes an engine 6, which is connected to the input mechanism 1 via a transmission connection. The engine 6 provides the driving force for wheel rotation, and the transmission connection between the engine 6 and the input mechanism 1 enables power transfer between them, ultimately achieving the effect of driving the wheels to rotate.

[0092] Furthermore, as described above, the engine 6 can directly participate in the driving operation of the power system 100 (for example, the engine 6 and the drive motor 8 are connected in parallel for direct drive, and the engine 6 is in direct drive mode). It can also participate in the independent driving of the two wheels, so that the whole vehicle has both the handling advantages brought by four-wheel independent drive, and fully improves the utilization rate of the engine 6, reduces fuel consumption and emissions, increases the driving range, and at the same time solves the problems of short driving range, range anxiety, charging difficulty, and low temperature start difficulty of pure electric vehicles.

[0093] Specifically, in combination Figure 1 and Figure 2 As shown, the power system 100 also includes a second coupling 7, which is disposed between the engine 6 and the input mechanism 1 to selectively disconnect the engine 6 and the input mechanism 1.

[0094] Understandably, the second coupling 7 can disconnect and connect the power from the engine 6 to the input mechanism 1. For example, when the second coupling 7 engages the engine 6 and the input mechanism 1, the power from the engine 6 can be transmitted to the input mechanism 1, allowing the engine 6 to directly participate in the driving operation of the power system 100, thereby realizing the hybrid mode of the power system 100.

[0095] Furthermore, combined Figures 1-4 As shown, the power system 100 also includes a drive motor 8, which is connected to the input mechanism 1 via a transmission connection. The drive motor 8 provides the driving force for wheel rotation, and the transmission connection between the drive motor 8 and the input mechanism 1 enables power transmission between them, ultimately achieving the effect of driving the wheels to rotate.

[0096] Furthermore, in this case, the independent drive function can be achieved by using the engine 6 or the drive motor 8 in conjunction with an adjustable motor 5 (the speed ratio of the first output mechanism 2 is fixed, and the speed ratio of the second output mechanism 3 is adjustable), thereby realizing the effect of the engine 6 directly driving in independent drive, pure electric power drive, or hybrid power independent drive, thus effectively improving the driving performance of the vehicle.

[0097] For example, combining Figure 1 As shown, a drive motor 8 is connected in parallel to the output of the engine 6, and a second coupling 7 and a brake 4 are installed on the input shaft 11, thus enabling the following multiple operating modes:

[0098] a) Pure electric independent drive, that is, the second coupling 7 disconnects the engine 6 from the input shaft 11, the brake 4 engages the first sun gear 211 for braking, at this time the drive motor 8 acts as the main drive, and the engine 6 does not work.

[0099] b) Engine 6 is the main drive, which means that the second coupling 7 connects engine 6 to input shaft 11. Brake 4 engages and brakes the first sun gear 211. Engine 6 is the main drive, and drive motor 8 is not working or is in the generator state.

[0100] c) Parallel independent drive where engine 6 and drive motor 8 provide power together, that is, the second coupling 7 connects engine 6 and input shaft 11, brake 4 engages and brakes the first sun gear 211, and drive motor 8 and engine 6 together serve as the main drive.

[0101] d) Power generation during shutdown, that is, the second coupling 7 connects the engine 6 and the input shaft 11, the brake 4 disconnects the braking effect between the brake and the first sun gear 211, the engine 6 transmits power to the regulating motor 5, and the regulating motor 5 converts mechanical energy into electrical energy for storage.

[0102] e) Reverse drive, that is, the second coupling 7 disconnects the engine 6 from the input shaft 11, the brake 4 brakes the first sun gear 211, the drive motor 8 acts as the main drive for reversing, and the engine 6 does not work.

[0103] Specifically, in combination Figures 1-4 As shown, the input mechanism 1 includes an input shaft 11, a first gear 13 and a second gear 14. The engine 6, the first output mechanism 2 and the second output mechanism 3 are respectively connected to the input shaft 11 for transmission. The engine 6, the first output mechanism 2 and the second output mechanism 3 are arranged at intervals along the axial direction of the input shaft 11. The first gear 13 is connected to the drive motor 8 and the second gear 14 is connected to the input shaft 11. The first gear 13 and the second gear 14 mesh.

[0104] Understandably, the engine 6, the first output mechanism 2, and the second output mechanism 3 are axially spaced on the input shaft 11. This effectively utilizes the axial space on the input shaft 11 (shortening the longitudinal space of the power system 100) and reduces the eccentric torque on the input shaft 11, thereby improving the compactness and stability of the power system 100. Furthermore, the drive motor 8 transmits driving force to the input shaft 11 through the meshing of the first gear 13 and the second gear 14, ensuring that the driving force of the drive motor 8 is smoothly transmitted to the input shaft 11, thus meeting the power requirements for vehicle operation.

[0105] According to some optional embodiments of the present invention, in combination Figure 5As shown, the power system 100 also includes a second brake 9. The first output mechanism 2 includes a first planetary gear mechanism 21 and a first reduction mechanism 22. The second output mechanism 3 includes a second planetary gear mechanism 31 and a second reduction mechanism 32. The gear ratio of the first planetary gear mechanism 21 and the gear ratio of the second planetary gear mechanism 31 are the same, and the gear ratio of the first reduction mechanism 22 and the gear ratio of the second reduction mechanism 32 are the same. The second brake 9 is disposed between the regulating motor 5 and the second planetary gear mechanism 31 and selectively brakes the regulating motor 5.

[0106] In other words, the two output mechanisms can be designed with structural symmetry. As long as the input-output ratio or function of one output mechanism (that is, the ratio or function between the input torque, input speed, input power and its output torque, output speed, output power) is fixed, the input-output ratio or function of the other output mechanism can be adjusted. In this way, differentiated control of torque, speed and power of the left and right wheels can be achieved. However, under this structural feature, when the vehicle is traveling straight normally, the regulating motor 5 will be in a stalled state with torque but no speed. At this time, the regulating motor 5 can be braked by adding a second brake 9 to avoid the stalling problem of the regulating motor 5.

[0107] Combination Figure 3 As shown, in some specific embodiments, for example:

[0108] nE---Engine speed 6 RPM

[0109] nMG2---Drive motor with 8 RPM

[0110] ni---Power input end speed, i.e., input shaft 11 speed

[0111] nMG1---Adjust motor speed 5

[0112] nW1---Left wheel speed

[0113] nW2 --- Right wheel speed

[0114] TE---Engine 6 Total Torque

[0115] TMG2---Drive motor with 8 torque

[0116] Ti --- Power input torque, i.e., input shaft 11 torque

[0117] Ti 1 --- The torque provided by the power input end to the first output mechanism 2

[0118] Ti2 --- The torque supplied to the second output mechanism 3 by the power input end.

[0119] Where: Ti = Ti 1 + Ti 2 = TE + TMG 2 * iM

[0120] TMG1---Adjust motor torque 5

[0121] TW1---Left wheel torque

[0122] TW2---Right wheel torque

[0123] PE---Engine with 6 power output

[0124] PMG2---Drive motor with 8 power

[0125] Pi --- Power input at the input end, i.e., power of input shaft 11.

[0126] Pi 1 --- Power supplied to the first output mechanism 2 from the power input terminal

[0127] Pi2 --- Power supplied to the second output mechanism 3 from the power input terminal

[0128] Where: Pi = Pi 1 + Pi 2 = PE + PMG 2 * iM

[0129] PMG1---Adjust motor 5 power

[0130] PW1 --- Left wheel power

[0131] PW2 --- Right wheel power

[0132] Let the three components of the planetary gear mechanism be called the input component - Xin, the adjusting component - XD, and the output component - Xout. Their corresponding number of teeth or equivalent number of teeth (using the concept of equivalent number of teeth for the planetary carrier) are defined as: ZXin, ZXD, and ZXout, respectively.

[0133] ZXin---Number of teeth or equivalent number of teeth of the input element of the planetary gear mechanism. The input element of the planetary gear mechanism is the first of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the first of the second sun gear 311, the second ring gear 312 and the second planet carrier 313.

[0134] ZXD---The number of teeth or equivalent teeth of the planetary gear mechanism adjustment element. The planetary gear mechanism adjustment element is the third of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the third of the second sun gear 311, the second ring gear 312 and the second planet carrier 313.

[0135] ZXout --- The number of teeth or equivalent teeth of the output element of the planetary gear mechanism, that is, the output element of the planetary gear mechanism is the second of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the second of the second sun gear 311, the second ring gear 312 and the second planet carrier 313;

[0136] Note: The equivalent number of teeth of the planetary carrier. If the equivalent number of teeth of the sun gear is 1 and the equivalent number of teeth of the ring gear is K, the equivalent number of teeth of the planetary carrier of the positive mechanism is K+1, and the equivalent number of teeth of the planetary carrier of the negative mechanism is K-1. K is a characteristic parameter of the planetary gear mechanism, and its value is the absolute value of the speed ratio between the sun gear and the ring gear when the planetary carrier is fixed.

[0137] nXin --- the rotational speed of the input element of the planetary gear mechanism, its value is equal to the rotational speed of the power input end, that is, nXin = ni

[0138] nXD --- the rotational speed of the planetary gear mechanism's adjusting element; therefore, nXD = nMG1 / iD

[0139] nXout --- the rotational speed of the output element of the planetary gear mechanism, which shows that nXout = nW2 * iYR

[0140] nXout0 --- The speed of the planetary gear mechanism output element when the speed of motor 5 is adjusted to 0.

[0141] TXin --- The input torque of the planetary gear mechanism, its value is equal to the torque provided by the power input end to the second output mechanism 3, that is, TXin = Ti2.

[0142] TXD --- the torque of the planetary gear mechanism adjusting element, which can be known as TXD=TMG1*iD=(ZXD / ZXin)*TXin

[0143] TXout --- Torque of the output element of the planetary gear mechanism

[0144] It can be seen that TXout=TW2 / iYR=(ZXout / ZXin)*TXin

[0145] PXin --- Power of the input element of the planetary gear mechanism, its value is equal to the power supplied to the second output mechanism 3 by the power input end, that is, PXin = Pi2

[0146] PXD – The power of the planetary gear mechanism adjustment element, which is provided by the adjustment motor 5, i.e., PXD = PMG1

[0147] PXout --- the power of the output element of the planetary gear mechanism; therefore, PXout = PW2.

[0148] iY=ni / nW2=iYX*iYR~The total speed ratio of the second output mechanism 3 is a variable speed ratio.

[0149] iZ = ni / nW1 ~ Total speed ratio of the first output mechanism 2, which is a fixed speed ratio.

[0150] iY0=iYX0*iYR~The total speed ratio of the second output mechanism 3 when the speed of motor 5 is adjusted to 0. This value is fixed.

[0151] iYX=ni / nXout --- the speed ratio of the planetary gear mechanism, which is a variable speed ratio.

[0152] iYX0=ni / nXout0=±ZXout / ZXin --- The speed ratio of the planetary gear mechanism when the speed of motor 5 is adjusted to 0. This value is fixed (the sign depends on the relationship between the input and output rotation directions).

[0153] iYR ~ Right wheel rear reduction ratio (i.e., the speed ratio of the fixed rear reduction gear set in the right transmission system)

[0154] iD---Adjusts the speed ratio of the 5-speed reduction gear set of the motor; its value is fixed.

[0155] iM---Drive motor 8-speed reduction gear set speed ratio, its value is fixed

[0156] It can be inferred that:

[0157] iY = iYX * iYR ~ variable

[0158] iY0=iYX0*iYR~Fixed

[0159] For the power input end, further details should include:

[0160] ni=nW2*iY=nW1*iZ

[0161] Ti2=TW2 / iY0

[0162] Ti 1=TW1 / iZTi=Ti1+Ti2=TW1 / iZ+TW2 / iY0

[0163] The following steps will solve for the speed and torque of motor 5:

[0164] For planetary gear mechanisms, the following relationship exists:

[0165] The torque ratios of each component remain constant, while the speed ratios change with the rotational speed of the adjusting component.

[0166] │TXin│:│TXD│:│TXout│=ZXin:ZXD:ZXout--------①

[0167] Based on the power balance relationship of planetary gear mechanisms, it can be deduced that:

[0168] TXin*nXin±TXD*nXD±TXout*nXout=0

[0169] ==>nXin±(ZXD / ZXin)*nXD±(ZXout / ZXin)*nXout=0

[0170] Substituting nXin = ni, nXout = nW2*iYR, nXD = nMG1 / iD, and iYX0 = ZXout / ZXin into the above equation, we get: ni ± (ZXD / ZXin)*(nMG1 / iD) ± iYX0*nW2*iYR = 0

[0171] ==>ni±(ZXD / ZXin)*(nMG1 / iD)±iY0*nW2=0-------②

[0172] ==>nMG1=(ni±iY0*nW2)*ZXin*iD / (±ZXD)==>nMG1=(nW2*iY±iY0*nW2)*ZXin*iD / (±ZXD)==>nMG1=(iY(±iY0)*nW2*ZXin*iD / (±ZXD)

[0173] Since iY0 is the speed ratio when nMG1 = 0, iY = iY0, so the above formula should be:

[0174] nMG1=(iY-iY0)*nW2*ZXin*iD / (±ZXD)----------③

[0175] The choice of ± sign in the formula depends on the power flow relationship between the specific components.

[0176] Based on formula ②, the following formula can also be derived:

[0177] ni=iY0*nW2±nMG1*ZXD / (ZXin*iD)--------④

[0178] Furthermore, we have TXD = (ZXD / ZXin) * Txin = (ZXD / ZXin) * Ti2, substituting Ti2 = TW2 / iY0

[0179] ==>TXD=(ZXD / ZXin)*(TW2 / iY0)

[0180] ==>TMG1=TXD / iD=(ZXD / ZXin)*(TW2 / iY0) / iD--------⑤

[0181] in:

[0182] iZ=ni / nW1~The total speed ratio of the left wheel reduction transmission system, which is a fixed speed ratio.

[0183] iD ~ Adjusts the speed ratio of the 5th reduction gear set of the motor, and its value is fixed.

[0184] iYR ~ Right wheel rear reduction ratio (i.e., the speed ratio of the fixed rear reduction gear set in the right transmission system)

[0185] iY=ni / nW2=iYX*iYR~The total speed ratio of the right wheel reduction transmission system, which is a variable speed ratio.

[0186] iY0 = iYX0 * iYR This value is fixed when the speed of motor 5 is adjusted to 0, and the overall speed ratio of the right wheel reduction transmission system is 0.

[0187] iYX=ni / nXout=(iY0*nW2±nMG1*ZXD / (ZXin*iD)) / (nW2*iYR)~the speed ratio of the planetary gear mechanism, which is a variable speed ratio.

[0188] iYX0=ni / nXout0=±ZXout / ZXin~The speed ratio of the planetary gear mechanism when the speed of motor 5 is adjusted to 0. This value is fixed (the sign depends on the relationship between the input and output rotation directions).

[0189] For the NGW planetary gear system corresponding to the above illustrated example of the present invention, S is defined as the sun gear, R as the ring gear, and H as the planet carrier. It can be seen that the planet carrier is connected to the engine 6 and is the input end, the ring gear is the output end, and the sun gear is the adjustment end. Therefore, ZXin = ZH, ZXD = ZS, ZXout = ZR. Let K = ZR / ZS, substitute it into the above speed and torque formulas, and after simplification, we can obtain:

[0190] nMG1=((k+1)*iY-k*iYR)*nW2*iD--------⑥

[0191] TMG1=TW2 / (iYR*k*iD)--------⑦

[0192] ni=(nMG1 / iD+k*nW2*iYR) / (k+1)--------⑧

[0193] in:

[0194] iY = ni / nW2 = iYX * iYR

[0195] iY0=iYX0*iYR=k*iYR / (k+1)

[0196] iYX=ni / nXout=(nMG1 / iD+k*nW2*iYR) / ((k+1)*nW2*iYR)

[0197] iYX0=ni / nXout0=±ZXout / ZXin=k / (k+1)

[0198] To summarize the conclusions of the above analysis:

[0199] [General Situation]

[0200] Adjust the speed and torque of motor 5:

[0201] nMG1=(iY-iY0)*nW2*ZXin*iD / (±ZXD)

[0202] TMG1=TXD / iD=(ZXD / ZXin)*(TW2 / iY0) / iD

[0203] Power input speed and torque:

[0204] ni=nW2*iY=nW1*iZ=iY0*nW2±nMG1*ZXD / (ZXin*iD)

[0205] Ti2 = TW2 / iY0; Ti 1 = TW1 / iZ

[0206] Ti=Ti 1+Ti2=TW1 / iZ+TW2 / iY0

[0207] [Specific Case]

[0208] For the illustrated examples of the present invention, the above formulas are further specified:

[0209] Adjust the speed and torque of motor 5:

[0210] nMG1=((k+1)*iY-k*iYR)*nW2*iD

[0211] TMG1 = TW2 / (iYR*k*iD)

[0212] Power input speed and torque:

[0213] ni=nW2*iY=nW1*iZ=(nMG1 / iD+k*nW2*iYR) / (k+1)

[0214] Ti2 = TW2 / iY0; Ti 1 = TW1 / iZ

[0215] Ti=Ti 1+Ti2=TW1 / iZ+TW2 / iY0

[0216] The relationship between iY0 and iZ will be analyzed further in three cases:

[0217] a) If iY0 = iZ is designed, when the vehicle is traveling straight normally, it can be deduced that Ti2 = Ti 1, and further deduced that Pi2 = Pi 1. Therefore, the power supplied to the left and right transmission systems by the power input end is equal at this time, and there is no need to adjust the motor 5 to absorb or supplement the power. Therefore, the adjusting motor 5 is in a stationary stall state at this time.

[0218] b) If iY0 < iZ, when the vehicle is traveling straight normally, it can be deduced that Ti2 > Ti1, and further deduced that Pi2 > Pi1. Therefore, at this time, the power input provided to the right wheel transmission system is in excess, which needs to be absorbed by the regulating motor 5. Thus, the regulating motor 5 is in the power generation working state at this time.

[0219] c) If iY0>iZ is designed, when the vehicle is traveling straight normally, it can be deduced that Ti2<Ti 1, and further deduced that Pi2<Pi 1. Therefore, the power supplied to the right wheel transmission system by the power input end is insufficient at this time, and the adjustment motor 5 needs to be supplemented. Therefore, the adjustment motor 5 is in the driving working state at this time.

[0220] Based on a detailed analysis of the three subdivision scenarios above, differentiated control of the speed and torque of the left and right wheels can be achieved, thereby realizing the function of independent drive. However, when iY0 = iZ is designed, the regulating motor 5 is in a stalled state under normal straight driving conditions, which is not good. Therefore, it is recommended that the preferred design scheme should design iY0 and iZ to be unequal, preferably iY0 < iZ (e.g., k*iYR / (k+1) < iZ in the case of this invention), so that the engine 6 can realize the function of generating electricity while driving.

[0221] In addition, if the parameters are designed properly, the regulating motor 5 can be kept in a low-speed, low-torque state under most operating conditions, with low power and a small size. In this case, the drive of the whole vehicle is mainly undertaken by the engine 6 or the drive motor 8.

[0222] The present invention also includes a disconnect clutch, which is located between the output shaft of the engine 6 and the fixed speed ratio reducer (i.e., the first output mechanism 2). The purpose of the clutch is to decouple the engine 6 when the vehicle is reversing, so that reversing can be achieved by the rear wheel power source.

[0223] When combined with a rear-wheel drive system, this invention can also achieve the following operating modes:

[0224] Reverse engine 6 decoupling mode: At this time, the first connector 12 is disconnected;

[0225] Parking power generation mode: At this time, the first connector 12 is disconnected;

[0226] In the vehicle-generated power generation mode, the first coupling 12 is engaged, and the speed ratio needs to be designed so that iY0 < iZ.

[0227] Combination Figure 4 As shown, in some specific embodiments, for example:

[0228] nE---Engine speed 6 RPM

[0229] nMG1---Adjust motor speed 5

[0230] nW1---Left wheel speed

[0231] nW2 --- Right wheel speed

[0232] TE---Engine 6 Total Torque

[0233] TE1 --- The torque provided by engine 6 to the first output mechanism 2

[0234] TE2 --- The torque provided by engine 6 to the second output mechanism 3

[0235] Where: TE = TE1 + TE2

[0236] TMG1---Adjust motor torque 5

[0237] TW1---Left wheel torque

[0238] TW2---Right wheel torque

[0239] PE---Engine with 6 power output

[0240] PE1 --- Power supplied by engine 6 to the first output mechanism 2

[0241] PE2 --- Power supplied by engine 6 to the second output mechanism 3

[0242] Where: PE = PE1 + PE2

[0243] PMG1---Adjust motor 5 power

[0244] PW1 --- Left wheel power

[0245] PW2 --- Right wheel power

[0246] Let the three components of the planetary gear mechanism be called the input component - Xin, the adjusting component - XD, and the output component - Xout. Their corresponding number of teeth or equivalent number of teeth (using the concept of equivalent number of teeth for the planetary carrier) are defined as: ZXin, ZXD, and ZXout, respectively.

[0247] ZXin---Number of teeth or equivalent number of teeth of the input element of the planetary gear mechanism. The input element of the planetary gear mechanism is the first of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the first of the second sun gear 311, the second ring gear 312 and the second planet carrier 313.

[0248] ZXD---The number of teeth or equivalent teeth of the planetary gear mechanism adjustment element. The planetary gear mechanism adjustment element is the third of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the third of the second sun gear 311, the second ring gear 312 and the second planet carrier 313.

[0249] ZXout --- The number of teeth or equivalent teeth of the output element of the planetary gear mechanism, that is, the output element of the planetary gear mechanism is the second of the first sun gear 211, the first ring gear 212 and the first planet carrier 213, and the second of the second sun gear 311, the second ring gear 312 and the second planet carrier 313;

[0250] Note: The equivalent number of teeth of the planetary carrier. If the equivalent number of teeth of the sun gear is 1 and the equivalent number of teeth of the ring gear is K, the equivalent number of teeth of the planetary carrier of the positive mechanism is K+1, and the equivalent number of teeth of the planetary carrier of the negative mechanism is K-1. K is a characteristic parameter of the planetary gear mechanism, and its value is the absolute value of the speed ratio between the sun gear and the ring gear when the planetary carrier is fixed.

[0251] nXin --- the speed of the input element of the planetary gear mechanism, its value is equal to the engine speed, that is, nXin = nE.

[0252] nXD --- the rotational speed of the planetary gear mechanism's adjusting element; therefore, nXD = nMG1 / iD

[0253] nXout --- the rotational speed of the output element of the planetary gear mechanism, which shows that nXout = nW2 * iYR

[0254] nXout0 --- The speed of the planetary gear mechanism output element when the speed of motor 5 is adjusted to 0.

[0255] TXin --- The input torque of the planetary gear mechanism, its value is equal to the torque provided by engine 6 to the second output mechanism 3, i.e., TXin = TE2

[0256] TXD --- the torque of the planetary gear mechanism adjusting element, which can be known as TXD=TMG1*iD=(ZXD / ZXin)*TXin

[0257] TXout --- Torque of the output element of the planetary gear mechanism

[0258] It can be seen that TXout=TW2 / iYR=(ZXout / ZXin)*TXin

[0259] PXin --- Power of the input element of the planetary gear mechanism, its value is equal to the power provided by engine 6 to the second output mechanism 3, that is, PXin = PE2

[0260] PXD – The power of the planetary gear mechanism adjustment element, which is provided by the adjustment motor 5, i.e., PXD = PMG1

[0261] PXout --- the power of the output element of the planetary gear mechanism; therefore, PXout = PW2.

[0262] iY=nE / nW2=iYX*iYR~The total speed ratio of the right wheel reduction transmission system, which is a variable speed ratio.

[0263] iZ=nE / nW1~The total speed ratio of the left wheel reduction transmission system, which is a fixed speed ratio.

[0264] iY0=iYX0*iYR~The total speed ratio of the right wheel reduction transmission system when the speed of motor 5 is adjusted to 0. This value is fixed.

[0265] iYX=nE / nXout --- the speed ratio of the planetary gear mechanism, which is a variable speed ratio.

[0266] iYX0=nE / nXout0=±ZXout / ZXin --- The speed ratio of the planetary gear mechanism when the speed of motor 5 is adjusted to 0. This value is fixed (the sign depends on the relationship between the input and output rotation directions).

[0267] iYR ~ Right wheel rear reduction ratio (i.e., the speed ratio of the fixed rear reduction gear set in the right transmission system)

[0268] iD---Adjusts the speed ratio of the 5-speed reduction gear set of the motor; its value is fixed.

[0269] It can be inferred that:

[0270] iY = iYX * iYR ~ variable

[0271] iY0=iYX0*iYR~Fixed

[0272] For engine 6, it should further include:

[0273] nE=nW2*iY=nW1*iZ

[0274] TE2 = TW2 / iY0

[0275] TE1=TW1 / iZTE=TE1+TE2=TW1 / iZ+TW2 / iY0

[0276] The following steps will solve for the speed and torque of motor 5:

[0277] For planetary gear mechanisms, the following relationship exists:

[0278] The torque ratios of each component remain constant, while the speed ratios change with the rotational speed of the adjusting component.

[0279] │TXin│:│TXD│:│TXout│=ZXin:ZXD:ZXout--------①

[0280] Based on the power balance relationship of planetary gear mechanisms, it can be deduced that:

[0281] TXin*nXin±TXD*nXD±TXout*nXout=0

[0282] ==>nXin±(ZXD / ZXin)*nXD±(ZXout / ZXin)*nXout=0

[0283] Substituting nXin = nE, nXout = nW2*iYR, nXD = nMG1 / iD, and iYX0 = ZXout / ZXin into the above equation, we get: nE ± (ZXD / ZXin)*(nMG1 / iD) ± iYX0*nW2*iYR = 0

[0284] ==>nE±(ZXD / ZXin)*(nMG1 / iD)±iY0*nW2=0-------②

[0285] ==>nMG1=(nE±iY0*nW2)*ZXin*iD / (±ZXD)==>nMG1=(nW2*iY±iY0*nW2)*ZXin*iD / (±ZXD)==>nMG1=(iY(±iY0)*nW2*ZXin*iD / (±ZXD)

[0286] Since iY0 is the speed ratio when nMG1 = 0, iY = iY0, so the above formula should be:

[0287] nMG1=(iY-iY0)*nW2*ZXin*iD / (±ZXD)----------③

[0288] The choice of ± sign in the formula depends on the power flow relationship between the specific components.

[0289] Based on formula ②, the following formula can also be derived:

[0290] nE=iY0*nW2±nMG1*ZXD / (ZXin*iD)--------④

[0291] Furthermore, we have TXD = (ZXD / ZXin) * Txin = (ZXD / ZXin) * TE2, and substituting TE2 = TW2 / iY0 into the equation...

[0292] ==>TXD=(ZXD / ZXin)*(TW2 / iY0)==>TMG1=TXD / iD=(ZXD / ZXin)*(TW2 / iY0) / iD--------⑤

[0293] in:

[0294] iZ=nE / nW1~The total speed ratio of the left wheel reduction transmission system, which is a fixed speed ratio.

[0295] iD ~ Adjusts the speed ratio of the 5th reduction gear set of the motor, and its value is fixed.

[0296] iYR ~ Right wheel rear reduction ratio (i.e., the speed ratio of the fixed rear reduction gear set in the right transmission system)

[0297] iY=nE / nW2=iYX*iYR~The total speed ratio of the right wheel reduction transmission system, which is a variable speed ratio.

[0298] iY0=iYX0*iYR When adjusting motor 5 to 0 speed, the total speed ratio of the right wheel reduction transmission system is fixed. iYX=nE / nXout=(iY0*nW2±nMG1*ZXD / (ZXin*iD)) / (nW2*iYR)~the speed ratio of the planetary gear mechanism, which is a variable speed ratio.

[0299] iYX0=nE / nXout0=±ZXout / ZXin~The speed ratio of the planetary gear mechanism when the speed of motor 5 is adjusted to 0. This value is fixed (the sign depends on the relationship between the input and output rotation directions).

[0300] For the NGW planetary gear system corresponding to the above illustrated examples of this invention, S is defined as the sun gear, R as the ring gear, and H as the planet carrier. It can be seen that the planet carrier is connected to engine 6E and is the input end, the ring gear is the output end, and the sun gear is the adjustment end. Therefore, ZXin = ZH, ZXD = ZS, ZXout = ZR. Let K = ZR / ZS, and substituting into the above speed and torque formulas, we can obtain:

[0301] nMG1=((k+1)*iY-k*iYR)*nW2*iD--------⑥

[0302] TMG1=TW2 / (iYR*k*iD)--------⑦

[0303] nE=(nMG1 / iD+k*nW2*iYR) / (k+1)--------⑧

[0304] in:

[0305] iY=nE / nW2=iYX*iYR

[0306] iY0=iYX0*iYR=k*iYR / (k+1)

[0307] iYX=nE / nXout=(nMG1 / iD+k*nW2*iYR) / ((k+1)*nW2*iYR)

[0308] iYX0=nE / nXout0=±ZXout / ZXin=k / (k+1)

[0309] To summarize the conclusions of the above analysis:

[0310] [General Situation]

[0311] Adjust the speed and torque of motor 5:

[0312] nMG1=(iY-iY0)*nW2*ZXin*iD / (±ZXD)

[0313] TMG1=TXD / iD=(ZXD / ZXin)*(TW2 / iY0) / iD

[0314] Engine speeds and torque at 6 RPMs:

[0315] nE=nW2*iY=nW1*iZ=iY0*nW2±nMG1*ZXD / (ZXin*iD)

[0316] TE2 = TW2 / iY0; TE1 = TW1 / iZ

[0317] TE = TE1 + TE2 = TW1 / iZ + TW2 / iY0

[0318] [Specific Case]

[0319] For the illustrated examples of the present invention, the above formulas are further specified:

[0320] Adjust the speed and torque of motor 5:

[0321] nMG1=((k+1)*iY-k*iYR)*nW2*iD

[0322] TMG1 = TW2 / (iYR*k*iD)

[0323] Engine speeds and torque at 6 RPMs:

[0324] nE=nW2*iY=nW1*iZ=(nMG1 / iD+k*nW2*iYR) / (k+1)

[0325] TE2 = TW2 / iY0; TE1 = TW1 / iZ

[0326] TE = TE1 + TE2 = TW1 / iZ + TW2 / iY0

[0327] By further analyzing the relationship between iY0 and iZ, we can draw the following conclusions:

[0328] a) If iY0 = iZ is designed, when the vehicle is traveling straight normally, it can be deduced that TE2 = TE1, and further deduced that PE2 = PE1. Therefore, at this time, the power provided by the engine 6 to the left and right transmission systems is equal, and there is no need to adjust the motor 5 to absorb or supplement the power. Therefore, at this time, the adjusting motor 5 is in a stationary stall state.

[0329] b) If iY0 < iZ, when the vehicle is traveling straight normally, it can be deduced that TE2 > TE1, and further deduced that PE2 > PE1. Therefore, at this time, the power provided by engine 6 to the right wheel transmission system is excessive and needs to be absorbed by motor 5. Thus, motor 5 is in the power generation working state at this time.

[0330] c) If iY0 > iZ, when the vehicle is traveling straight normally, it can be deduced that TE2 < TE1, and further deduced that PE2 < PE1. Therefore, the power provided by engine 6 to the right wheel transmission system is insufficient and needs to be supplemented by motor 5. Thus, motor 5 is in driving operation at this time.

[0331] Based on a detailed analysis of the three sub-scenarios mentioned above, we found that regardless of the relationship between iY0 and iZ, theoretically, differentiated control of the speed and torque of the left and right wheels can be achieved, thus realizing independent drive functionality. However, when iY0 = iZ in the design, the regulating motor 5 is in a stalled state under normal straight-line driving conditions, which is undesirable. Therefore, it is recommended that the preferred design scheme be to make iY0 and iZ unequal, preferably iY0 < iZ (e.g., in the case shown in the figure above, k*iYR / (k+1) < iZ), so that the engine 6 can achieve the function of generating electricity while driving. In addition, if the parameters are designed properly, we can make the regulating motor 5 operate at low speed and low torque in most conditions, with low power and a smaller size. In this case, the drive of the entire vehicle is mainly undertaken by the engine 6E.

[0332] The invention also includes a disconnect clutch, which is located between the output shaft of the engine 6 and the fixed speed ratio reducer. The purpose of the clutch is to decouple the engine 6 when the vehicle is reversing, so that reversing can be achieved by the rear wheel power source.

[0333] When combined with a rear-wheel drive system, this invention can also achieve the following operating modes:

[0334] Reverse engine 6 decoupling mode: At this time, the first connector 12 is disconnected;

[0335] Parking power generation mode: At this time, the first connector 12 is disconnected;

[0336] In the vehicle-generated power generation mode, the first coupling 12 is engaged, and the speed ratio needs to be designed so that iY0 < iZ.

[0337] According to a second aspect of the present invention, a vehicle includes the power system 100 of the above embodiment. Thus, a vehicle having the power system 100 can realize four-wheel hybrid independent drive, can also realize engine 6 direct drive participating in independent drive, and can also realize parking power generation and driving power generation functions, thereby improving the vehicle's market competitiveness.

[0338] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0339] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0340] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0341] In the description of this invention, "a plurality of" means two or more.

[0342] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0343] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0344] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0345] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0346] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A power system, characterized in that, include: Input mechanism; A first output mechanism is connected to the input mechanism in a transmission manner, and the first output mechanism is adapted to be connected to a wheel on one side in a transmission manner; A second output mechanism is connected to the input mechanism in a transmission manner, and the second output mechanism is adapted to be connected to the wheel on the other side in a transmission manner; An adjusting motor is provided, wherein at least one of the first output mechanism and the second output mechanism is connected to the adjusting motor for transmission. The adjusting motor adjusts the transmission characteristics of at least one of the first output mechanism and the second output mechanism to make the transmission characteristics of the first output mechanism and the second output mechanism the same or different.

2. The power system according to claim 1, characterized in that, The first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, and the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism. The gear ratios of the first planetary gear mechanism and the second planetary gear mechanism are different, and the gear ratios of the first reduction mechanism and the second reduction mechanism are the same.

3. The power system according to claim 1, characterized in that, The first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, and the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism. The gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are the same, and the gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are different.

4. The power system according to claim 1, characterized in that, The first output mechanism includes a first planetary gear mechanism and a first reduction mechanism, and the second output mechanism includes a second planetary gear mechanism and a second reduction mechanism. The gear ratios of the first planetary gear mechanism and the second planetary gear mechanism are different, and the gear ratios of the first reduction mechanism and the second reduction mechanism are also different.

5. The power system according to any one of claims 2-4, characterized in that, The first planetary gear mechanism includes: First sun wheel; First gear ring; First planetary support; The first planetary gear is disposed on the first planet carrier, and the first planetary gear is respectively connected to the... The first sun gear meshes with the first ring gear, and the first of the first sun gear, the first ring gear, and the first planetary carrier is drivenly connected to the input mechanism, and the second of the first sun gear, the first ring gear, and the first planetary carrier is adapted to be drivenly connected to a wheel on one side. The second planetary gear mechanism includes: Second sun wheel; Second gear ring; Second planetary support; The second planetary gear is disposed on the second planetary carrier and meshes with the second sun gear and the second ring gear respectively. The first of the second sun gear, the second ring gear and the second planetary carrier is connected to the input mechanism for transmission, and the second of the second sun gear, the second ring gear and the second planetary carrier is adapted to be connected to the wheel on the other side for transmission.

6. The power system according to claim 5, characterized in that, Also includes: A first brake is connected to a third of the first sun gear, the first ring gear, and the first planet carrier to selectively brake the third of the first sun gear, the first ring gear, and the first planet carrier.

7. The power system according to claim 5, characterized in that, The first deceleration mechanism includes: A first output gear, the second of the first sun gear, the first ring gear, and the first planet carrier is connected to the first output gear, and the first output gear is located on the side of the first sun gear adjacent to the second output mechanism; The second deceleration mechanism includes: The second output gear is connected to the second of the second sun gear, the second ring gear, and the second planetary carrier. The second output gear is located on the side of the second sun gear adjacent to the first output mechanism.

8. The power system according to claim 1, characterized in that, The speed ratio of the first output mechanism is 'a', and the speed ratio of the second output mechanism is 'b'. 'a' and 'b' satisfy the following relationship: │(ba) / a│*100%≤10%, where the speed ratio is input speed / output speed.

9. The power system according to claim 1, characterized in that, The gear ratio of the first output mechanism is c, and the gear ratio of the second output mechanism is d. c and d satisfy the following relationship: │(dc) / c│*100%≤10%.

10. The power system according to claim 1, characterized in that, The second output mechanism includes a second planetary gear mechanism, which includes: Second sun wheel; Second gear ring; Second planetary support; The second planetary gear is disposed on the second planetary carrier. The second planetary gear meshes with the second sun gear and the second ring gear respectively. The first of the second sun gear, the second ring gear and the second planetary carrier is drivenly connected to the input mechanism. The second of the second sun gear, the second ring gear and the second planetary carrier is drivenly connected to a wheel on one side. The third of the second sun gear, the second ring gear and the second planetary carrier is drivenly connected to the regulating motor.

11. The power system according to claim 1, characterized in that, The input mechanism includes: An input shaft, a first output mechanism and a second output mechanism are respectively connected to the input shaft for transmission, and the first output mechanism and the second output mechanism are spaced apart along the axial direction of the input shaft.

12. The power system according to claim 11, characterized in that, The input mechanism also includes: A first connector is disposed on the input shaft and located between the first output mechanism and the second output mechanism to selectively disconnect the first output mechanism from the input shaft.

13. The power system according to claim 1, characterized in that, Also includes: An engine, which is connected to the input mechanism via a transmission.

14. The power system according to claim 13, characterized in that, Also includes: A second connector, disposed between the engine and the input mechanism, is used to selectively disconnect the engine and the input mechanism.

15. The power system according to claim 13, characterized in that, Also includes: A drive motor is connected to the input mechanism via a transmission connection.

16. The power system according to claim 15, characterized in that, The input mechanism includes: An input shaft is provided, and the engine, the first output mechanism, and the second output mechanism are respectively connected to the input shaft for transmission. The engine, the first output mechanism, and the second output mechanism are spaced apart along the axial direction of the input shaft. A first gear, which is connected to the drive motor; The second gear is connected to the input shaft, and the first gear meshes with the second gear.

17. The power system according to claim 1, characterized in that, Also includes: The second brake is provided. The first output mechanism includes a first planetary gear mechanism and a first reduction mechanism. The second output mechanism includes a second planetary gear mechanism and a second reduction mechanism. The gear ratio of the first planetary gear mechanism and the gear ratio of the second planetary gear mechanism are the same. The gear ratio of the first reduction mechanism and the gear ratio of the second reduction mechanism are the same. The second brake is disposed between the regulating motor and the second planetary gear mechanism and selectively brakes the regulating motor.

18. A vehicle, characterized in that, include: The power system according to any one of claims 1-17.

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