Powertrain and vehicle

Abstract

The present disclosure provides a power system and a vehicle, and belongs to the technical field of automobiles. The power system comprises a gearbox assembly and a half shaft. The gearbox assembly comprises a differential and a brake clutch. An input end of the differential is used to receive driving force for driving the half shaft to rotate, and an output end of the differential is connected with the half shaft. The brake clutch is arranged at a connection position of the half shaft and the output end of the differential, and is in contact with the half shaft in an engaged state. By using the present disclosure, the brake clutch is in contact with the half shaft in the engaged state, friction is formed between the brake clutch and the half shaft to achieve braking, and the brake clutch is integrated into the gearbox assembly, so that the traditional brake system in which core execution components are installed at the wheel end can be replaced while the braking effect is guaranteed, thereby reducing the mass of the wheel end and improving the effective control ability of the vehicle suspension system on the wheel end.

Description

Technical Field

[0001] This disclosure pertains to the field of automotive technology, and particularly relates to a power system and a vehicle. Background Technology

[0002] A vehicle's braking ability is crucial for safe driving.

[0003] Vehicles typically use conventional braking systems for braking. The core components of conventional braking systems, such as brake discs and calipers, are usually mounted on the wheel ends.

[0004] However, mounting the core actuators of the braking system at the wheel end increases the mass of the wheel end, resulting in poorer effective control of the vehicle's suspension system over the wheel end. Summary of the Invention

[0005] This disclosure provides a power system and a vehicle that can solve the technical problems existing in related technologies. The technical solution is as follows: This disclosure provides a power system, which includes a gearbox assembly and half-shafts; The transmission assembly includes a differential and a brake clutch; The input terminal of the differential is used to receive the driving force that drives the half shaft to rotate, and the output terminal of the differential is connected to the half shaft; The brake clutch is located at the connection point between the half-shaft and the output end of the differential, and is in contact with the half-shaft when engaged.

[0006] In some possible implementations, the differential has two output terminals; The half-shaft includes a first half-shaft and a second half-shaft. The first half-shaft and the second half-shaft are respectively connected to the two output ends of the differential and are respectively used to connect to the wheel ends on both sides of the vehicle. The brake clutch includes a first brake clutch and a second brake clutch; The first brake clutch is located at the connection position between the first half-shaft and one output end of the differential, and is in contact with the first half-shaft in the engaged state; The second brake clutch is located at the connection point between the second half-shaft and the other output end of the differential, and is in contact with the second half-shaft in the engaged state.

[0007] In some possible implementations, the gearbox assembly further includes a drive unit and a controller; The drive component is connected to the brake clutch; The controller is electrically connected to the drive unit and is used to control the drive unit to drive the brake clutch to switch between the engaged state and the disengaged state.

[0008] In some possible implementations, the power system further includes a power source; The gearbox assembly also includes a first motor and a first drive shaft. The first motor is connected to the power source, and the two ends of the first drive shaft are respectively connected to the input end of the first motor and the differential.

[0009] In some possible implementations, the power source includes a power battery and an inverter; The power battery is connected to the inverter; The inverter is connected to the first motor.

[0010] In some possible implementations, the power system further includes an engine that can be connected to or disconnected from the first driveshaft.

[0011] In some possible implementations, the gearbox assembly further includes a second driveshaft, a third driveshaft, and a drive clutch; The second drive shaft is connected to the first drive shaft in a driving connection; The third drive shaft is connected to the engine; The transmission clutch is arranged between the second transmission shaft and the third transmission shaft, and connects or disconnects the second transmission shaft and the third transmission shaft in an engaged or disengaged state.

[0012] In some possible implementations, the transmission clutch is an electromagnetic clutch.

[0013] In some possible implementations, the gearbox assembly further includes a second motor that is drive-connected to the engine and connected to the power source.

[0014] This disclosure also provides a vehicle including the powertrain described above.

[0015] The technical solution provided in this disclosure includes at least the following beneficial effects: The technical solution provided in this disclosure achieves braking by having a brake clutch contact the half-shaft in the engaged state, thereby generating friction between the brake clutch and the half-shaft. At the same time, by integrating the brake clutch into the gearbox assembly, it can replace the traditional braking system that mounts the core actuators at the wheel end while ensuring braking effect. This reduces the mass of the wheel end and can indirectly improve the vehicle suspension system's effective control over the wheel end.

[0016] It should be noted that the brake clutch is a hydraulic clutch.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. In the drawings: Figure 1 This is a schematic diagram of a power system provided in an embodiment of this disclosure; Figure 2 This is a schematic diagram of a power system in pure electric mode provided by an embodiment of this disclosure; Figure 3 This is a schematic diagram of a power system in engine direct drive mode provided by an embodiment of this disclosure; Figure 4 This is a schematic diagram of a power system in hybrid mode provided by an embodiment of this disclosure; Figure 5 This is a schematic diagram of a power system in range-extended mode provided in an embodiment of this disclosure; Figure 6 This is a schematic diagram of a power system in a power mode according to an embodiment of this disclosure; Figure 7 This is a schematic diagram of a power system in parking generator mode provided in an embodiment of this disclosure.

[0019] Legend 1. Power system; 11. Gearbox assembly; 111. Differential; 112. Brake clutch; 1121. First brake clutch; 1122. Second brake clutch; 114. First motor; 1151. First drive shaft; 1152. Second drive shaft; 1153. Third drive shaft; 1154. Fourth drive shaft; 116. Transmission clutch; 117. Second motor; 12. Half-shaft; 121. First half-shaft; 122. Second half-shaft; 13. Power source; 131. Power battery; 132. Inverter; 15. Engine.

[0020] The accompanying drawings have illustrated specific embodiments of this disclosure, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this disclosure to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other. This disclosure will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] For vehicles, braking ability is the core performance that determines the overall driving safety level of the vehicle, and it is directly related to the life safety of the driver and passengers. Its importance is self-evident.

[0024] Vehicles typically use traditional braking systems to perform braking actions. In the conventional design of such traditional braking systems, the core actuators that perform the braking function are basically located at the wheel ends of the vehicle. Common core functional components of braking systems, such as brake discs for frictional deceleration and brake calipers that provide clamping braking force, are all core actuators installed at the wheel ends.

[0025] However, concentrating multiple core components of the braking system at the wheel end directly increases the overall mass of the wheel end. As the wheel end weight increases, the difficulty for the vehicle suspension system to track the wheel end movement and adjust the wheel end attitude also increases, ultimately leading to a decrease in the suspension system's effective control over the wheel end.

[0026] This disclosure provides a power system 1, with reference to... Figure 1 The powertrain 1 includes a gearbox assembly 11 and a half-shaft 12. The gearbox assembly 11 includes a differential 111 and a brake clutch 112. The input end of the differential 111 receives the driving force that drives the half-shaft 12 to rotate, and the output end of the differential 111 is connected to the half-shaft 12. The brake clutch 112 is located at the connection position between the half-shaft 12 and the output end of the differential 111, and is in contact with the half-shaft 12 in the engaged state.

[0027] One end of the half-shaft 12 is connected to the output end of the differential 111, and the other end is connected to the wheel end. After the power is input to the input end of the differential 111, it is transmitted to the half-shaft 12 through the output end to drive the half-shaft 12 to rotate. The half-shaft 12 drives the wheel end to rotate, thereby enabling the vehicle to move.

[0028] The brake clutch 112 can switch between a disengaged state and an engaged state. When the brake clutch 112 is in the disengaged state, a gap is formed between the brake clutch 112 and the half-shaft 12, which can prevent friction between the brake clutch 112 and the half-shaft 12 and avoid vehicle braking. When the brake clutch 112 is switched to the engaged state, the brake clutch 112 and the half-shaft 12 are in contact, so that friction is formed between the brake clutch 112 and the half-shaft 12, thereby achieving vehicle braking.

[0029] By adopting the technical solution of this disclosure, braking is achieved by the brake clutch 112 contacting the half shaft 12 in the engaged state and forming friction between the brake clutch 112 and the half shaft 12. At the same time, the brake clutch 112 is integrated into the gearbox assembly 11, which can replace the traditional braking system that installs the core actuator at the wheel end while ensuring the braking effect. This reduces the mass of the wheel end and can indirectly improve the vehicle suspension system's effective control over the wheel end.

[0030] It should be noted that the brake clutch 112 is a hydraulic clutch.

[0031] In some possible implementations, the differential 111 has two outputs. (See reference...) Figure 1 The half-shaft 12 includes a first half-shaft 121 and a second half-shaft 122. The first half-shaft 121 and the second half-shaft 122 are respectively connected to the two output ends of the differential 111 and are respectively used to connect to the wheel ends on both sides of the vehicle. The brake clutch 112 includes a first brake clutch 1121 and a second brake clutch 1122. The first brake clutch 1121 is located at the connection position between the first half-shaft 121 and one output end of the differential 111, and is in contact with the first half-shaft 121 in the engaged state; the second brake clutch 1122 is located at the connection position between the second half-shaft 122 and the other output end of the differential 111, and is in contact with the second half-shaft 122 in the engaged state.

[0032] After the input end of the power input differential 111, the power is transmitted to the wheel ends on both sides of the vehicle via the first half-shaft 121 and the second half-shaft 122, thereby driving the wheel ends on both sides of the vehicle to rotate and enabling the vehicle to move.

[0033] The first brake clutch 1121 can switch between a disengaged state and an engaged state. When the first brake clutch 1121 is in the disengaged state, a gap is formed between the first brake clutch 1121 and the first half-shaft 121, which prevents friction between the first brake clutch 1121 and the first half-shaft 121 and avoids braking on the wheel end on one side of the vehicle. When the first brake clutch 1121 is switched to the engaged state, the first brake clutch 1121 is in contact with the first half-shaft 121, causing friction between the first brake clutch 1121 and the first half-shaft 121, which can brake on the wheel end on one side of the vehicle.

[0034] The second brake clutch 1122 can switch between a disengaged state and an engaged state. When the second brake clutch 1122 is in the disengaged state, a gap is formed between the second brake clutch 1122 and the second half-shaft 122, which prevents friction between the second brake clutch 1122 and the second half-shaft 122 and avoids braking on the wheel end on the other side of the vehicle. When the second brake clutch 1122 is switched to the engaged state, the second brake clutch 1122 is in contact with the second half-shaft 122, causing friction between the second brake clutch 1122 and the second half-shaft 122, which can brake on the wheel end on the other side of the vehicle.

[0035] In some possible implementations, the gearbox assembly 11 further includes a drive unit (not shown) and a controller (not shown). The drive unit is connected to the brake clutch 112. The controller is electrically connected to the drive unit and is used to control the drive unit to switch the brake clutch 112 between an engaged state and a disengaged state.

[0036] It should be noted that the controller can be added to the power system 1 or it can be one that was originally in the vehicle; there are no restrictions here.

[0037] Understandably, since the brake clutch 112 is a hydraulic clutch, integrating a drive unit in the gearbox assembly 11 to control the switching between the disengaged and engaged states of the brake clutch 112 can shorten the response time of the brake clutch 112.

[0038] When braking is not required, the controller controls the drive unit to disengage the brake clutch 112, preventing friction between the brake clutch 112 and the half-shaft 12. When braking is required, the controller controls the drive unit to engage the brake clutch 112, causing the brake clutch 112 to contact the half-shaft 12 and generate friction.

[0039] In some possible implementations, the drive unit may include a first drive unit and a second drive unit. The first drive unit is connected to a first brake clutch 1121, and the second drive unit is connected to a second brake clutch 1122. A controller is connected to both the first and second drive units and is used to control the first drive unit to drive the first brake clutch 1121 to switch between an engaged state and a disengaged state, and to control the second drive unit to drive the second brake clutch 1122 to switch between an engaged state and a disengaged state.

[0040] The first driving component and the second driving component can be a motor or other instruments with driving functions, which are not limited here.

[0041] When braking is not required, the controller controls the first drive unit to drive the first brake clutch 1121 to the disengaged state to prevent the first brake clutch 1121 from contacting and rubbing with the first half-shaft 121, and controls the second drive unit to drive the second brake clutch 1122 to the disengaged state to prevent the second brake clutch 1122 from contacting and rubbing with the second half-shaft 122.

[0042] When braking is required, the controller controls the first drive unit to drive the first brake clutch 1121 to switch to the engaged state, so that the first brake clutch 1121 and the first half-shaft 121 come into contact and generate friction. The controller also controls the second drive unit to drive the second brake clutch 1122 to switch to the engaged state, so that the second brake clutch 1122 and the second half-shaft 122 come into contact and generate friction.

[0043] In some possible implementations, the controller is used to control the engagement stroke of the first drive member driving the first brake clutch 1121 and the engagement stroke of the second drive member driving the second brake clutch 1122 according to the vehicle turning situation.

[0044] It should be noted that the frictional force between the first brake clutch 1121 and the first half-shaft 121 can be adjusted by regulating the engagement stroke of the first brake clutch 1121. Similarly, the frictional force between the second brake clutch 1122 and the second half-shaft 122 can be adjusted by regulating the engagement stroke of the second brake clutch 1122.

[0045] Since the first brake clutch 1121 and the second brake clutch 1122 are driven by the first driving member and the second driving member respectively, that is, the first brake clutch 1121 and the second brake clutch 1122 are controlled separately, the friction force formed between the first brake clutch 1121 and the first half-shaft 121 and the friction force formed between the second brake clutch 1122 and the second half-shaft 122 can be controlled more precisely when the vehicle is turning, and the smoothness of the vehicle when cornering can be adjusted.

[0046] For example, when the vehicle is cornering, the wheel end connected to the first half-shaft 121 is located on the inside of the curve, and the wheel end connected to the second half-shaft 122 is located on the outside of the curve. In this case, the controller can control the first drive member to engage the first brake clutch 1121 to a greater extent than the second drive member to engage the second brake clutch 1122. This makes the friction between the first brake clutch 1121 and the first half-shaft 121 greater than the friction between the second brake clutch 1122 and the second half-shaft 122, thus providing auxiliary control for the vehicle's cornering and ensuring smoother cornering.

[0047] When the vehicle is cornering, the wheel end connected to the first half-shaft 121 is located on the outside of the curve, and the wheel end connected to the second half-shaft 122 is located on the inside of the curve. Then, the controller can control the first drive member to drive the first brake clutch 1121 to engage the first brake clutch 1121 to engage the second drive member to engage the second brake clutch 1122 to engage the second brake clutch 1122, so that the friction between the first brake clutch 1121 and the first half-shaft 121 is less than the friction between the second brake clutch 1122 and the second half-shaft 122.

[0048] In some examples, the controller is used to control the engagement stroke of the first drive member driving the first brake clutch 1121 and the engagement stroke of the second drive member driving the second brake clutch 1122 according to the steering wheel rotation angle.

[0049] For example, the greater the steering wheel rotation angle, the greater the stroke difference between the controller's control of the engagement stroke of the first drive member driving the first brake clutch 1121 and the control of the engagement stroke of the first drive member driving the first brake clutch 1121.

[0050] It should be noted that the first brake clutch 1121 and the second brake clutch 1122 can also be connected to ABS (Anti-lock Braking System), which will not be elaborated here.

[0051] In some possible implementations, the transmission assembly 11 also includes a liquid cooling assembly (not shown) for cooling the first brake clutch 1121 and the second brake clutch 1122.

[0052] Cooling the first brake clutch 1121 and the second brake clutch 1122 using liquid cooling components improves the cooling effect compared to cooling the brake calipers using air convection.

[0053] In some possible implementations, refer to Figure 1 The power system 1 also includes a power source 13. The gearbox assembly 11 also includes a first motor 114 and a first drive shaft 1151. The first motor 114 is connected to the power source 13, and the two ends of the first drive shaft 1151 are respectively connected to the input ends of the first motor 114 and the differential 111.

[0054] The end of the first drive shaft 1151 that is away from the first motor 114 can be engaged with the input end of the differential 111 via gears.

[0055] Specifically, the power source 13 supplies power to the first motor 114. The first motor 114 drives the first transmission shaft 1151 to rotate, so as to input power to the input end of the differential 111, and then output it from the output end of the differential 111 to the half shaft 12, thereby driving the wheel ends of the vehicle to rotate and realize the vehicle movement.

[0056] In some possible implementations, refer to Figure 1 The power source 13 includes a power battery 131 and an inverter 132. The power battery 131 is connected to the inverter 132. The inverter 132 is connected to the first motor 114.

[0057] The first motor 114 has a driving mode and a power generation mode.

[0058] For example, the power battery 131 outputs DC power to the inverter 132, which converts the DC power into AC power to supply power to the first motor 114. At this time, the first motor 114 switches to drive mode, and the first motor 114 drives the first transmission shaft 1151 to rotate, inputting power to the input end of the differential 111, and then outputting it from the output end of the differential 111 to the half shaft 12, thereby driving the wheel ends of the vehicle to rotate and realizing vehicle movement.

[0059] When the vehicle is coasting or braking, the first motor 114 can switch to power generation mode to recover energy. The first motor 114 generates electricity and transmits it in reverse to the inverter 132. The inverter 132 converts the AC power into DC power to charge the power battery 131.

[0060] In some possible implementations, the controller is electrically connected to the first motor 114. The controller is configured to: control the first motor 114 to switch to generator mode and control the drive unit to disengage the brake clutch 112 when the travel of the brake pedal being depressed is less than a first preset travel.

[0061] When the brake pedal is depressed for less than the first preset distance, it indicates that the driver feels the vehicle is safe. The first motor 114 then switches to generator mode to recover energy and generate alternating current (AC), which is transmitted to the inverter 132. The inverter 132 converts the AC to DC to charge the power battery 131. It should be noted that the electromagnetic resistance generated by the first motor 114 when switching to generator mode can brake the vehicle.

[0062] In some possible implementations, the controller is used to: control the drive unit to switch the brake clutch 112 from a disengaged state to an engaged state when the travel of the brake pedal being depressed is greater than a first preset travel.

[0063] When the brake pedal is pressed for a distance greater than the first preset distance, it indicates that the driver feels a poor sense of safety in the current vehicle driving. The controller still controls the first motor 114 to maintain the power generation mode to recover energy and generate AC power to be transmitted to the inverter 132. The inverter 132 converts the AC power into DC power to charge the power battery 131. At the same time, the controller controls the drive unit to drive the brake clutch 112 from the disengaged state to the engaged state, so that the brake clutch 112 and the half shaft 12 generate friction to brake.

[0064] In some possible implementations, refer to Figure 1 The power system 1 also includes an engine 15, which can be connected to or disconnected from the first drive shaft 1151.

[0065] The powertrain system 1 includes a pure electric mode, an engine 15 direct drive mode, and a hybrid mode.

[0066] refer to Figure 2 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to pure electric mode, the engine 15 is separated from the first drive shaft 1151. The power battery 131 outputs DC power to the inverter 132, which converts the DC power into AC power to supply power to the first motor 114. At this time, the first motor 114 switches to drive mode, driving the first drive shaft 1151 to rotate, inputting power to the input end of the differential 111, and then outputting it from the output end of the differential 111 to the half-shaft 12, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0067] refer to Figure 3 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to the direct drive mode of engine 15, engine 15 is connected to the first drive shaft 1151. The power provided by engine 15 is transmitted to the input end of differential 111 via the first drive shaft 1151, and then output to half shaft 12 via the output end of differential 111, thereby driving the wheel ends of the vehicle to rotate and enabling the vehicle to move.

[0068] refer to Figure 4 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to hybrid mode, the engine 15 is connected to the first drive shaft 1151, and the engine 15 provides power to the first drive shaft 1151. At the same time, the power battery 131 supplies power to the first motor 114, and the first motor 114 provides power to the first drive shaft 1151. The power provided by the engine 15 and the power provided by the first motor 114 are input to the input end of the differential 111 through the first drive shaft 1151, and then output to the half shaft 12 from the output end of the differential 111, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0069] In some possible implementations, refer to Figure 1 The gearbox assembly 11 also includes a second driveshaft 1152, a third driveshaft 1153, and a transmission clutch 116. The second driveshaft 1152 is drive-connected to the first driveshaft 1151. The third driveshaft 1153 is connected to the engine 15. The transmission clutch 116 is arranged between the second driveshaft 1152 and the third driveshaft 1153, and connects or disconnects the second driveshaft 1152 and the third driveshaft 1153 in an engaged or disengaged state.

[0070] The second drive shaft 1152 is connected to the first drive shaft 1151 by gear meshing.

[0071] refer to Figure 2 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to pure electric mode, the transmission clutch 116 disengages, separating the second drive shaft 1152 from the third drive shaft 1153, thereby separating the engine 15 from the first drive shaft 1151. The power battery 131 outputs DC power to the inverter 132, which converts the DC power into AC power to supply power to the first motor 114. At this time, the first motor 114 switches to drive mode, driving the first drive shaft 1151 to rotate, inputting power to the input end of the differential 111, and then outputting it from the output end of the differential 111 to the half-shaft 12, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0072] refer to Figure 3 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to the direct drive mode of engine 15, the transmission clutch 116 is engaged, connecting the second drive shaft 1152 and the third drive shaft 1153. This connects the engine 15 to the first drive shaft 1151. The power provided by the engine 15 is transmitted to the input end of the differential 111 via the first drive shaft 1151, and then output to the half shaft 12 via the output end of the differential 111, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0073] refer to Figure 4(The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to hybrid mode, the transmission clutch 116 engages, connecting the second drive shaft 1152 and the third drive shaft 1153. This connects the engine 15 to the first drive shaft 1151, providing power to the first drive shaft 1151. Simultaneously, the power battery 131 supplies power to the first motor 114, which in turn provides power to the first drive shaft 1151. The power provided by the engine 15 and the first motor 114 is input to the input end of the differential 111 via the first drive shaft 1151, and then output to the half-shaft 12 via the output end of the differential 111, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0074] In some possible implementations, the transmission clutch 116 is an electromagnetic clutch.

[0075] The transmission clutch 116 is an electromagnetic clutch, which can shorten the response time and improve the response time for transmission connection or separation between the second transmission shaft 1152 and the third transmission shaft 1153.

[0076] In some possible implementations, refer to Figure 1 The gearbox assembly 11 also includes a second motor 117, which is connected to the engine 15 and to the power source 13.

[0077] The gearbox assembly 11 also includes a fourth drive shaft 1154, which is connected to the second motor 117 and is connected to the third drive shaft 1153 via gear meshing. The second motor 117 is connected to the inverter 132.

[0078] Understandably, the second motor 117 can also switch between drive mode and power generation mode.

[0079] The powertrain system 1 includes pure electric mode, engine 15 direct drive mode, hybrid mode, range extender mode, power mode, and parking generator mode.

[0080] refer to Figure 2(The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to pure electric mode, the transmission clutch 116 disengages, separating the second drive shaft 1152 from the third drive shaft 1153, thereby separating the engine 15 from the first drive shaft 1151. The power battery 131 outputs DC power to the inverter 132, which converts the DC power into AC power to supply power to the first motor 114. At this time, the first motor 114 switches to drive mode, driving the first drive shaft 1151 to rotate, inputting power to the input end of the differential 111, and then outputting it from the output end of the differential 111 to the half-shaft 12, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0081] refer to Figure 3 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to the direct drive mode of engine 15, the transmission clutch 116 is engaged, connecting the second drive shaft 1152 and the third drive shaft 1153. This connects the engine 15 to the first drive shaft 1151. The power provided by the engine 15 is transmitted to the input end of the differential 111 via the first drive shaft 1151, and then output to the half shaft 12 via the output end of the differential 111, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0082] refer to Figure 4 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to hybrid mode, the transmission clutch 116 engages, connecting the second drive shaft 1152 and the third drive shaft 1153. This connects the engine 15 to the first drive shaft 1151, providing power to the first drive shaft 1151. Simultaneously, the power battery 131 supplies power to the first motor 114, which in turn provides power to the first drive shaft 1151. The power provided by the engine 15 and the first motor 114 is input to the input end of the differential 111 via the first drive shaft 1151, and then output to the half-shaft 12 via the output end of the differential 111, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0083] refer to Figure 5(The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to range-extending mode, the transmission clutch 116 disengages, separating the second drive shaft 1152 from the third drive shaft 1153, thereby separating the engine 15 from the first drive shaft 1151. The second motor 117 switches to generator mode, and the power output from the engine 15 is sequentially transmitted through the third drive shaft 1153 and the fourth drive shaft 1154 to the second motor 117, generating electricity which is then transmitted to the inverter 132. The inverter 132 then transmits the electricity to the first motor 114, supplying power to the first motor 114. At this time, the first motor 114 switches to drive mode, driving the first drive shaft 1151 to rotate, inputting power to the input end of the differential 111, and then outputting it from the output end of the differential 111 to the half-shaft 12, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move. It should be noted that when the generator generates electricity and transmits it to the inverter 132, all the electrical energy can be used to power the first motor 114, or part of the electrical energy can be used to power the first motor 114 and the other part of the electrical energy can be used to charge the power battery 131.

[0084] refer to Figure 6 (The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to power mode, the transmission clutch 116 engages, connecting the second drive shaft 1152 and the third drive shaft 1153. The power output from the engine 15 is transmitted sequentially through the third drive shaft 1153, the second drive shaft 1152, and the first drive shaft 1151 to the input end of the differential 111. Simultaneously, the second motor 117 switches to drive mode, and the power battery 131 outputs DC power to the inverter 132. The inverter 132 converts the DC power into AC power, a portion of which powers the second motor 117, enabling it to output power. The power output from the second motor 117 is transmitted sequentially through the fourth drive shaft 1154, the third drive shaft 1153, the second drive shaft 1152, and the first drive shaft 1151 to the input end of the differential 111. In addition, the first motor 114 switches to drive mode, and another portion of the AC power supplies the first motor 114, enabling it to output power. The power output by the first motor 114 is transmitted to the input end of the differential 111 via the first drive shaft 1151. Then, the output end of the differential 111 is output to the half-shaft 12, thereby driving the wheels of the vehicle to rotate and enabling the vehicle to move.

[0085] refer to Figure 7(The dashed arrows in the diagram indicate the energy transfer path.) When the power system 1 switches to the parking generator mode, the transmission clutch 116 disengages, separating the second drive shaft 1152 from the third drive shaft 1153. The second motor 117 switches to generator mode, and the power output from the engine 15 is sequentially transmitted to the second motor 117 via the third drive shaft 1153 and the fourth drive shaft 1154, causing the second motor 117 to generate electricity and transmit it to the inverter 132. The inverter 132 converts the AC power to DC power and transmits it to the power battery 131 to charge the power battery 131.

[0086] This disclosure also provides a vehicle including the power system 1 as described above.

[0087] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this disclosure. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0088] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of this disclosure. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0089] In the description of this disclosure, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this disclosure and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this disclosure; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0090] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0091] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this disclosure.

[0092] The above description is merely a preferred embodiment of this disclosure and is not intended to limit this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A power system (1), characterized in that, The power system (1) includes a gearbox assembly (11) and a half-shaft (12). The gearbox assembly (11) includes a differential (111) and a brake clutch (112). The input end of the differential (111) is used to receive the driving force that drives the half shaft (12) to rotate, and the output end of the differential (111) is connected to the half shaft (12). The brake clutch (112) is located at the connection position between the half shaft (12) and the output end of the differential (111), and is in contact with the half shaft (12) in the engaged state.

2. The power system (1) according to claim 1, characterized in that, The differential (111) has two output terminals; The half-shaft (12) includes a first half-shaft (121) and a second half-shaft (122). The first half-shaft (121) and the second half-shaft (122) are respectively connected to the two output ends of the differential (111) and are respectively used to connect to the wheel ends on both sides of the vehicle. The brake clutch (112) includes a first brake clutch (1121) and a second brake clutch (1122). The first brake clutch (1121) is located at the connection position between the first half-shaft (121) and one output end of the differential (111), and is in contact with the first half-shaft (121) in the engaged state; The second brake clutch (1122) is located at the connection position between the second half-shaft (122) and the other output end of the differential (111), and is in contact with the second half-shaft (122) in the engaged state.

3. The power system (1) according to claim 1, characterized in that, The gearbox assembly (11) also includes a drive unit and a controller; The drive component is connected to the brake clutch (112); The controller is electrically connected to the drive unit and is used to control the drive unit to drive the brake clutch (112) to switch between the engaged state and the disengaged state.

4. The power system (1) according to claim 1, characterized in that, The power system (1) also includes a power source (13); The gearbox assembly (11) further includes a first motor (114) and a first drive shaft (1151). The first motor (114) is connected to the power source (13), and the two ends of the first drive shaft (1151) are respectively connected to the input ends of the first motor (114) and the differential (111).

5. The power system (1) according to claim 4, characterized in that, The power source (13) includes a power battery (131) and an inverter (132). The power battery (131) is connected to the inverter (132); The inverter (132) is connected to the first motor (114).

6. The power system (1) according to claim 4, characterized in that, The power system (1) further includes an engine (15) which can be connected to or disconnected from the first drive shaft (1151).

7. The power system (1) according to claim 6, characterized in that, The gearbox assembly (11) also includes a second drive shaft (1152), a third drive shaft (1153), and a transmission clutch (116). The second drive shaft (1152) is connected to the first drive shaft (1151) in a transmission connection; The third drive shaft (1153) is connected to the engine (15); The transmission clutch (116) is arranged between the second transmission shaft (1152) and the third transmission shaft (1153), and connects or disconnects the second transmission shaft (1152) and the third transmission shaft (1153) in an engaged or disengaged state.

8. The power system (1) according to claim 7, characterized in that, The transmission clutch (116) is an electromagnetic clutch.

9. The power system (1) according to claim 6, characterized in that, The gearbox assembly (11) also includes a second motor (117), which is connected to the engine (15) and to the power source (13).

10. A vehicle, characterized in that, Includes the power system (1) as described in any one of claims 1-9.

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