Power transmission system for vehicle and vehicle

Abstract

The utility model discloses a power transmission system for a vehicle and the vehicle, the power transmission system comprises a first power unit, a second power unit, a third power unit and a fourth power unit, the planetary gear train comprises a sun gear and a planet carrier, a first planet gear and a second planet gear which rotate synchronously are arranged on the planet carrier, and the first planet gear is meshed with the sun gear; the gear ring is meshed with the second planet gear; the gear shifting assembly is provided with a power input end and a power output end, the power input end is linked with the planet carrier, and the transmission ratio of the power input end to the power output end is adjustable; the differential mechanism is provided with a differential mechanism input gear, a first half shaft and a second half shaft, the first half shaft and the second half shaft are in differential connection with the differential mechanism input gear, and the differential mechanism input gear is in power connection with the power output end. By arranging the planetary gear train, power multi-stage speed reduction is achieved, a hub reduction gear is omitted, the chassis space is saved, power multi-gear speed change is achieved through the gear shifting assembly, the power interval is widened, and energy consumption is reduced.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a power transmission system for a vehicle and the vehicle. Background Art

[0002] At present, the use of new energy heavy-duty trucks is increasing, and most of the new energy heavy-duty trucks on the market simply replace the generator with an electric motor. The traditional central direct drive structure of "motor + gearbox + drive shaft + rear axle" takes up a lot of space in the chassis and cannot meet the layout requirements of large power. In addition, the power chain is long and the overall mechanical efficiency is low. The electric drive axles of heavy-duty trucks with a slightly higher degree of integration mostly use wheel-side reducers to achieve high-speed ratio transmission, which is only suitable for heavy-load and low-speed conditions. Most heavy-duty trucks are mainly operated at high speeds. The efficiency loss of the wheel-side reducer is large at high speeds, and the wheel-side reducer leaks oil under high-speed conditions, resulting in oil shortage on the wheel side and causing the gears to burn. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a power transmission system for a vehicle. The application realizes multi-stage power reduction by setting a planetary gear train, eliminates the wheel-side reducer, saves chassis space, realizes multi-speed power shifting by a shifting assembly, widens the power range, and reduces energy consumption.

[0004] The utility model also provides a vehicle with the power transmission system.

[0005] According to the utility model, a power transmission system for a vehicle includes: a first power unit, which is provided with a first drive shaft; a planetary gear train, which includes: a sun gear, which is connected to the first drive shaft; a planetary carrier, which is provided with a first planetary gear and a second planetary gear that rotate synchronously with each other, and the first planetary gear is meshed with the sun gear; a ring gear, which is meshed with the second planetary gear; a shift assembly, which has a power input end and a power output end, the power input end is linked to the planetary carrier, and the transmission ratio between the power input end and the power output end is adjustable; a differential, which is provided with a differential input gear and a first half shaft and a second half shaft that are differentially connected to the differential input gear, and the differential input gear is power-connected to the power output end.

[0006] According to the power transmission system of the utility model, a power assembly is formed by cooperating the first power unit with the planetary gear system, thereby reducing the length of the transmission shaft, shortening the power chain, effectively releasing the chassis space, and improving the transmission efficiency. In addition, by setting the planetary gear system, multi-stage deceleration and torque increase of the power are achieved, and the transmission speed ratio is improved to achieve the purpose of replacing the wheel-side reducer. The absence of a wheel-side reducer can make the vehicle run more efficiently under high-speed conditions, and can also avoid the burning of gears due to lack of oil in the wheel-side reducer caused by high-speed driving, thereby ensuring the safety of vehicle driving. By setting a shift assembly in cooperation with the differential, the power is shifted into multiple gears, the power application range is increased, and the vehicle is prevented from always maintaining high or low speed driving. There are more gears to choose from, which is beneficial to reducing energy consumption. Multiple gears are set between high speed and low speed to effectively balance power and economy.

[0007] According to some embodiments of the utility model, the shift assembly includes: a first shaft, the first shaft is connected to the planetary carrier; a first gear, the first gear is constructed as a plurality of gears and are respectively loosely mounted on the outer periphery of the first shaft; a second shaft, the second shaft is linked to the differential input gear; a second gear, the second gear is arranged on the second shaft and is constructed as a plurality of gears that correspond one to one and mesh with the first gear; and a first synchronizer, the first synchronizer is arranged on the first shaft and can selectively engage one of the first gears with the first shaft.

[0008] According to some embodiments of the present invention, the shift assembly also includes: a third gear, the third gear is loosely mounted on the second shaft; a third shaft, the third shaft is provided with a fourth gear meshing with the third gear, and the third shaft is linked to the differential input gear; a second synchronizer, the second synchronizer is arranged between the differential input gear and the third shaft to selectively engage the second shaft with the differential input gear or engage the third gear with the second shaft.

[0009] According to some embodiments of the present utility model, a fifth gear is arranged on the third shaft, and a sixth gear meshing with the fifth gear is formed on the differential.

[0010] According to some embodiments of the present invention, the second bushing is arranged on the outer periphery of the first half-shaft and / or the second half-shaft.

[0011] According to some embodiments of the present invention, the first power unit is configured as an electric generator.

[0012] According to some embodiments of the present utility model, the shift assembly further includes: a second power unit, the second power unit having an output end, and the output end is linked to the differential input gear.

[0013] According to some embodiments of the present invention, the output end of the second power unit is linked to the ring gear or the planet carrier in the planetary gear train.

[0014] According to some embodiments of the present invention, the output end of the second power unit is linked to the first shaft.

[0015] A vehicle according to another embodiment of the present invention will be briefly described below.

[0016] The vehicle according to the utility model has the power transmission system described in any one of the above-mentioned embodiments. Since the vehicle according to the utility model has the power transmission system described in any one of the above-mentioned embodiments, the vehicle according to the utility model is provided with a planetary gear system at the output end of the first power unit, so as to reduce the size of the gearbox, reduce the center of mass offset of the motor and the gearbox, and realize multiple deceleration and torque increase at the same time, eliminate the wheel-side reducer, and make the high-speed operation of the vehicle more efficient. By setting the shifting assembly, the vehicle's power efficient operation range is broadened, the vehicle's energy consumption is effectively reduced, and the vehicle's endurance is improved.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 It is a schematic diagram of the principle of a power transmission system according to an embodiment of the utility model.

[0020] Reference numerals:

[0021] Powertrain 1;

[0022] A first power unit 11, a first drive shaft 111;

[0023] Sun gear 121, planet carrier 122, first planet gear 1221, second planet gear 1222, ring gear 123;

[0024] Differential 13, differential input gear 131, sixth gear 132; first half shaft 141, second half shaft 142;

[0025] A first shaft 15, a first gear 151, and a first synchronizer 152;

[0026] The second shaft 16, the second gear 161, the second synchronizer 162, and the third gear 163;

[0027] The third shaft 17 , the fourth gear 171 , and the fifth gear 172 . DETAILED DESCRIPTION

[0028] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0029] At present, the use of new energy heavy-duty trucks is increasing, and most of the new energy heavy-duty trucks on the market simply replace the generator with an electric motor. The traditional central direct drive structure of "motor + gearbox + drive shaft + rear axle" takes up a lot of space in the chassis and cannot meet the layout requirements of large power. In addition, the power chain is long and the overall mechanical efficiency is low. The electric drive axles of heavy-duty trucks with a slightly higher degree of integration mostly use wheel-side reducers to achieve high-speed ratio transmission, which is only suitable for heavy-load and low-speed conditions. Most heavy-duty trucks are mainly operated at high speeds. The efficiency loss of the wheel-side reducer is large at high speeds, and the wheel-side reducer leaks oil under high-speed conditions, resulting in oil shortage on the wheel side and causing the gears to burn.

[0030] Reference below Figure 1 A power transmission system for a vehicle according to an embodiment of the present invention is described.

[0031] The power transmission system 1 for a vehicle according to the utility model includes a first power unit 11, a planetary gear train connected to the first power unit 11, and a shift assembly, wherein the first power unit 11 is provided with a first drive shaft 111; the planetary gear train includes a sun gear 121, a planet carrier 122 and a ring gear 123, wherein the sun gear 121 is connected to the first drive shaft 111; the planet carrier 122 is provided with a first planetary gear 1221 and a second planetary gear 1222 which rotate synchronously with each other, wherein the first planetary gear 1221 is meshed with the sun gear 121; the ring gear 123 is meshed with the second planetary gear 1222; the shift assembly has a power input end and a power output end, wherein the power input end is linked to the planet carrier 122, and the transmission ratio between the power input end and the power output end is adjustable; a differential 13, wherein the differential 13 is provided with a differential input gear 131 and a first half shaft 141 and a second half shaft 142 which are differentially connected to the differential input gear 131, wherein the differential input gear 131 is power-connected to the power output end.

[0032] Specifically, the first power unit 11 is directly connected to the planetary gear system through the first drive shaft 111, eliminating the transmission shaft, improving transmission efficiency, saving chassis space, and being beneficial to the lightweight design of the entire vehicle, wherein a spline is formed on the first drive shaft 111, and the first drive shaft 111 cooperates with the sun gear 121 through the spline and transmits power to the sun gear 121, the sun gear 121 is meshed with the first planetary gear 1221, and the diameter of the first planetary gear 1221 is larger than the sun gear 121, and the power passes through a round of deceleration after passing through the first planetary gear 1221, the first planetary gear 1221 is fixedly connected with the second planetary gear 1222 and rotates synchronously, the second planetary gear 1222 is meshed with the ring gear 123, and the second planetary gear 1222 rotates relative to the ring gear 123 to achieve a second round of deceleration, and the deceleration is performed through the planetary gear system to achieve deceleration and torque increase, and increase the speed ratio, so as to achieve the effect of replacing the wheel-side reducer, save the chassis space occupied by the wheel-side reducer, eliminate the hidden danger of gear burning caused by oil leakage of the wheel-side reducer, and ensure the safety of vehicle driving.

[0033] The power of the first power unit 11 is decelerated and torque-increased by the first planetary gear 1221 and the second planetary gear 1222 on the planetary carrier 122. The planetary carrier 122 transmits the power to the shift assembly through the power input end. The shift assembly can shift the received power. The power is shifted through multiple gears through the shift assembly. The power application range output by the first power unit 11 is larger. The vehicle switches between high speed and low speed to avoid always maintaining high speed or low speed driving, effectively reducing the energy consumption of the drive system and improving the vehicle's cruising range. The power output end of the shift assembly is connected to the differential input gear 131 and transmits the power to the differential input gear 131. The differential input gear 131 is differentially connected to one end of the first half shaft 141 and the second half shaft 142 through a cross shaft, and transmits the power to the first half shaft 141 and the second half shaft 142. The other ends of the first half shaft 141 and the second half shaft 142 are connected to the vehicle wheel hub, and the multi-speed shift power is output to the wheels to achieve power output.

[0034] According to the utility model, the power transmission system 1 forms a power assembly by cooperating the first power unit 11 with the planetary gear system, which reduces the length of the transmission shaft, shortens the power chain, effectively releases the chassis space, and improves the transmission efficiency. In addition, by setting the planetary gear system, multi-stage deceleration and torque increase of the power are achieved, and the transmission speed ratio is improved to achieve the purpose of replacing the wheel-side reducer. The absence of a wheel-side reducer can make the vehicle run more efficiently under high-speed conditions, and can also avoid the burning of gears due to lack of oil in the wheel-side reducer caused by high-speed driving, thereby ensuring the safety of vehicle driving; by setting a shift assembly to cooperate with the differential 13, the power is shifted into multiple gears, the power application range is increased, and the vehicle is prevented from always maintaining high-speed or low-speed driving. There are more gears to choose from, which is beneficial to reducing energy consumption. Multiple gears are set between high speed and low speed to effectively balance power and economy.

[0035] Among them, the planetary gear train of the present application is constructed as a NW planetary gear train, wherein N and W represent the first Chinese pinyin letters of internal and external meshing respectively, and there are a group of internal meshing and external meshing gear pairs in the planetary gear train respectively, the sun gear 121 and the first planetary gear 1221 are externally meshed to form a first-stage gear pair, and the second planetary gear 1222 and the fixed inner ring gear 123 are internally meshed to form a second-stage gear pair, wherein the diameter of the first planetary gear 1221 is greater than the diameter of the second planetary gear 1222, and its speed ratio is larger, which is the product of the speed ratios of the two-stage gear pairs + 1. By setting up a planetary gear train to achieve multi-stage deceleration and torque increase, replacing the wheel-side reducer, the vehicle operation is more efficient, the chassis space is saved, and the first power source 11 is convenient to arrange.

[0036] According to some embodiments of the utility model, the shift assembly includes a first shaft 15 and a first gear 151, a second shaft 16 and a second gear 161, and a first synchronizer 152. The first shaft 15 is connected to the planetary carrier 122; the first gear 151 is constructed as a plurality of gears and are respectively loosely mounted on the outer periphery of the first shaft 15, and the second shaft 16 is linked to the differential input gear 131; the second gear 161 is arranged on the second shaft 16 and is constructed as a plurality of gears that correspond one to one and mesh with the first gear 151; the first synchronizer 152 is arranged on the first shaft 15 and can selectively engage one of the first gears 151 with the first shaft 15.

[0037] Specifically, the first shaft 15 is configured as an input shaft, and a plurality of first gears 151 are loosely sleeved on the outer circumference of the input shaft. The first gears 151 can be configured as a first gear pinion and a second gear pinion. The first gear pinion and the second gear pinion are loosely sleeved on the outer circumference of the first shaft 15 through needle bearings respectively and can respectively realize free rotation; the second shaft 16 is configured as an output shaft, and a plurality of second gears 161 corresponding to the first gears 151 are arranged on the outer circumference of the second shaft 16. The second gears 161 can be configured as a first gear large gear corresponding to the first gear pinion and a second gear large gear corresponding to the second gear pinion. The first gear large gear and the second gear large gear are configured with the second shaft 16. As a whole, the first synchronizer 152 is arranged on the first shaft 15, and can select the first gear pinion to engage with the first shaft 15, and transmit the power to the output shaft through the meshing of the first gear pinion and the first gear large gear to realize power transmission; the first synchronizer 152 can also select the second gear pinion to engage with the first shaft 15, and transmit the power to the second shaft 16 through the meshing of the second gear pinion and the second gear large gear to realize power transmission, and select the first gear pinion or the second gear pinion to be connected to the first shaft 15 through the first synchronizer 152, so as to provide multiple gears for power transmission, realize multi-speed power shifting, widen the power range, and effectively reduce power loss.

[0038] According to some embodiments of the utility model, the shift assembly also includes a third gear 163, a third shaft 17 and a second synchronizer 162, the third gear 163 is loosely mounted on the second shaft 16; a fourth gear 171 meshing with the third gear 163 is provided on the third shaft 17, and the third shaft 17 is linked to the differential input gear 131; the second synchronizer 162 is arranged between the differential input gear 131 and the third shaft 17 to selectively engage the second shaft 16 with the differential input gear 131 or to engage the third gear 163 with the second shaft 16.

[0039] Specifically, the third gear 163 can be constructed as an auxiliary box high-speed pinion and is loosely sleeved on the second shaft 16 through a needle bearing to achieve free rotation. The third shaft 17 is provided with an auxiliary box high-speed large gear meshing with the auxiliary box high-speed pinion. The auxiliary box high-speed large gear and the third shaft 17 are constructed as a whole. The second shaft 16 can be engaged with the third gear 163 through the second synchronizer 162, and the third gear 163 is meshed with the fourth gear 171 to transmit power to the third shaft 17. The third shaft 17 is linked with the differential input gear 131 to transmit power to the differential input gear 131, and the differential input gear 131 transmits the power differential to the third shaft 17. A half shaft 141 and a second half shaft 142, the first half shaft 141 and the second half shaft 142 transmit power to the vehicle wheel hub, thereby realizing power transmission; the second synchronizer 162 can also choose to engage the second shaft 16 with the differential input gear 131, and directly transmit the power to the differential 13, and the differential 13 distributes the power to the first half shaft 141 and the second half shaft 142 through the differential input gear 131 and transmits the power to the vehicle wheel hub. By setting the second synchronizer 162, the second shaft 16 can be selectively engaged with the differential input gear 131 or the second shaft 16 can be engaged with the third gear 163 to realize multi-speed shifting of the power.

[0040] According to some embodiments of the present invention, a fifth gear 172 is disposed on the third shaft 17 , and a sixth gear 132 meshing with the fifth gear 172 is formed on the differential input gear 131 .

[0041] Specifically, the fifth gear 172 can be constructed as an auxiliary case low gear pinion, which is fixedly connected to the third shaft 17. The differential 13 is provided with an auxiliary case low gear large gear meshing with the auxiliary case low gear pinion, and the auxiliary case low gear large gear can be fixed to the housing of the differential 13. The first synchronizer 152 transmits power to the second shaft 16 by engaging one of the first gears 151 with the first shaft 15 and meshing the first gear 151 with the second gear 161. The second shaft 16 transmits power to the third shaft 17 through the third gear 163 and the fourth gear 171. The third shaft 17 transmits power to the differential 13 through the fifth gear 172 and the sixth gear 132. The differential 13 transmits power to the wheels by linkage with the first half shaft 141 and the second half shaft 142, thereby realizing power transmission and performing multi-speed shifting of the power.

[0042] According to some embodiments of the utility model, the second shaft 16 is sleeved on the outer periphery of the first half shaft 141 and / or the second half shaft 142, the first half shaft 141 and the second half shaft 142 are connected to the differential input gear 131, the second shaft 16 is suitable for linkage with the differential input gear 131 and transmitting power to the first half shaft 141 and the second half shaft 142, the second shaft 16 can be sleeved on the outer periphery of the first half shaft 141, and can also be sleeved on the outer periphery of the second half shaft 142, the second shaft 16 can also be sleeved on the outer periphery of the first half shaft 141 and the second half shaft 142 at the same time, the second shaft 16 is coaxially arranged with the first half shaft 141 and the second half shaft 142, which is conducive to reducing the size of the shift assembly, effectively saving chassis space, shortening the power chain, and improving transmission efficiency.

[0043] According to some embodiments of the utility model, the first power unit 11 is constructed as an electric generator, and the power generator is directly connected to the planetary gear system through the first drive shaft 111, which shortens the power chain and makes the power transmission more efficient. By setting up a planetary gear system, the power is reduced in multiple stages to increase the torque, the wheel-side reducer is eliminated, the chassis space is saved, the layout space of the electric generator is increased, the electric capacity of the electric generator can be made larger, the power output is increased, and the vehicle's cruising range is improved.

[0044] According to some embodiments of the utility model, the shift assembly also includes a second power unit, which has an output end, and the output end is linked to the differential input gear 131. The second power unit can be constructed as an electric generator identical to the first power unit 11. The output end of the second power unit can be directly linked to the differential input gear 131 to cooperate with the braking of the first power unit 11 to increase the vehicle's power output and cruising range.

[0045] According to some embodiments of the present invention, the output end of the second power unit is linked to the ring gear 123 or the planet carrier 122 in the planetary gear train.

[0046] Specifically, the output end of the second power unit is linked to the ring gear 123 or the planetary carrier 122 to input power into the ring gear 123 or the planetary carrier 122. The first drive shaft 111 of the first power unit 11 is connected to the sun gear 121 to input power into the sun gear 121. The first power unit 11 cooperates with the second power unit to form a dual-motor power structure without a wheel-side reducer to improve power output.

[0047] In some embodiments, a second power unit and a new planetary gear train linked to the second power unit can be provided in the power transmission system 1 to form a dual-motor dual-planetary gear train power system, which improves power output while achieving multi-stage deceleration and torque increase, improving the vehicle speed ratio, and enhancing the power and cruising range of the vehicle.

[0048] According to some embodiments of the utility model, the output end of the second power unit is linked to the first shaft 15, and the second power unit directly inputs power to the first shaft 15, and cooperates with the second power unit to input power to the sun gear 121, thereby enhancing power input, and improving the power and cruising range of the whole vehicle.

[0049] The vehicle according to the present utility model is briefly described below.

[0050] The vehicle according to the utility model has the power transmission system 1 described in any one of the above-mentioned embodiments. Since the vehicle according to the utility model has the power transmission system 1 described in any one of the above-mentioned embodiments, the vehicle according to the utility model is provided with a planetary gear system at the output end of the first power unit 11, so as to reduce the size of the gearbox, reduce the center of mass offset of the motor and the gearbox, and realize multiple deceleration and torque increase at the same time, eliminate the wheel-side reducer, and make the high-speed operation of the vehicle more efficient. By setting the shifting assembly, the vehicle's power efficient operation range is broadened, the vehicle's energy consumption is effectively reduced, and the vehicle's endurance is improved.

[0051] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0052] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0053] In the description of the present invention, "plurality" means two or more.

[0054] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact but are in contact with each other via another feature therebetween.

[0055] In the description of the present invention, a first feature “above”, “over” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0056] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0057] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power transmission system for a vehicle, characterized in that: include: a first power unit, the first power unit being provided with a first drive shaft; A planetary gear train, comprising: a sun gear connected to the first drive shaft; a planet carrier, on which a first planetary gear and a second planetary gear are provided to rotate synchronously with each other, and the first planetary gear is meshed with the sun gear; a ring gear meshing with the second planetary gear; A shift assembly, wherein the shift assembly has a power input end and a power output end, the power input end is linked with the planet carrier, and the transmission ratio between the power input end and the power output end is adjustable; A differential is provided with a differential input gear and a first half-shaft and a second half-shaft differentially connected to the differential input gear, and the differential input gear is power-connected to the power output end.

2. The power transmission system for a vehicle according to claim 1, characterized in that: The shift assembly comprises: a first shaft connected to the planet carrier; A first gear, wherein the first gear is constructed in plurality and each of the first gears is loosely sleeved on the outer circumference of the first shaft; a second shaft, the second shaft being linked to the differential input gear; a second gear, the second gear being disposed on the second shaft and being configured to correspond one-to-one to and mesh with the first gear in a plurality; A first synchronizer is disposed on the first shaft and can selectively engage one of the first gears with the first shaft.

3. The power transmission system for a vehicle according to claim 2, characterized in that: The shift assembly further comprises: a third gear, the third gear being loosely sleeved on the second shaft; a third shaft, on which a fourth gear meshing with the third gear is disposed, and the third shaft is linked with the differential input gear; A second synchronizer is disposed between the differential input gear and the third shaft to selectively engage the second shaft with the differential input gear or engage the third gear with the second shaft.

4. The power transmission system for a vehicle according to claim 3, characterized in that: A fifth gear is arranged on the third shaft, and a sixth gear meshing with the fifth gear is formed on the differential.

5. The power transmission system for a vehicle according to claim 2, characterized in that: The second shaft sleeve is arranged on the outer circumference of the first half shaft and / or the second half shaft.

6. The power transmission system for a vehicle according to claim 1, characterized in that: The first power unit is configured as a motor generator.

7. The power transmission system for a vehicle according to claim 2, characterized in that: The shift assembly further comprises: The second power unit has an output end, and the output end is linked to the differential input gear.

8. The power transmission system for a vehicle according to claim 7, characterized in that: The output end of the second power unit is linked to the ring gear or the planet carrier in the planetary gear train.

9. The power transmission system for a vehicle according to claim 7, characterized in that: The output end of the second power unit is linked to the first shaft.

10. A vehicle, characterized in that: A power transmission system comprising any one of claims 1-9.

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