Vehicle power system and vehicle

Abstract

The utility model discloses a vehicle power system and a vehicle. The utility model provides a vehicle power system which comprises a battery and a first power system, and the first power system comprises a first motor, an engine, a first transmission assembly and a selective disengagement part. The first motor is electrically connected with the battery and is provided with a motor shaft; the engine has an engine shaft; the first transmission assembly comprises a first driving shaft; the selective disengagement part is connected with the motor shaft, the engine shaft and the first transmission assembly, and the selective disengagement part is arranged to enable the motor shaft and the engine shaft to be connected and disengaged from the motor shaft and the first driving shaft, or enable the motor shaft and the first driving shaft to be connected and disengaged from the motor shaft and the engine shaft; when the motor shaft is connected with the engine shaft, the engine can drive the first motor to supply power to the battery, and when the motor shaft is connected with the first driving shaft, the battery can drive the first motor to output power to the first driving shaft. The idle time of the first motor is reduced and the utilization rate of the first motor is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle power system and a vehicle. Background Art

[0002] In order to cope with the rising fuel prices and the volatile international oil situation, my country has vigorously promoted the use of new energy, and the new energy industry has developed rapidly. Among them, the emergence of the range-extending system has alleviated the range anxiety of new energy vehicles and has been widely recognized by the market.

[0003] At present, the motor used for range-extended power generation in the vehicle power system is completely decoupled from the drive shaft and cannot be driven. It is idle when not generating electricity, and the motor utilization rate is low. Utility Model Content

[0004] The main purpose of this application is to provide a vehicle power system and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0005] To solve the above problems, the present application provides a vehicle power system, which includes a battery and a first power system, and the first power system includes: a first motor, an engine, a first transmission assembly and a selective disengagement unit. The first motor is electrically connected to the battery, the first motor is used to output power or electricity, and the first motor has a motor shaft; the engine is used to drive the first motor to output electricity, and the engine has an engine shaft; the first transmission assembly includes a first drive shaft; the selective disengagement unit is respectively connected to the motor shaft, the engine shaft and the first transmission assembly, and the selective disengagement unit is configured to connect the motor shaft with the engine shaft and disengage the motor shaft from the first drive shaft, or connect the motor shaft with the first drive shaft and disengage the motor shaft from the engine shaft; wherein, when the motor shaft is connected to the engine shaft, the engine can drive the first motor to supply power to the battery, and when the motor shaft is connected to the first drive shaft, the battery can drive the first motor to output power to the first drive shaft.

[0006] In some embodiments, the vehicle power system also includes a second power system, the second power system includes a second motor and a second transmission assembly, the battery is connected to the second motor to drive the second motor to output power, and the second transmission assembly includes a second drive shaft, and the second drive shaft is connected to the second motor.

[0007] In some embodiments, the first transmission assembly also includes an input shaft and an output shaft, the output shaft has a first transmission gear, the output shaft is connected to the input shaft through the first transmission gear, the first drive shaft is connected to the output shaft, the input shaft is connected to the selective disengagement part, and the selective disengagement part is configured to connect the motor shaft and the input shaft and disengage the motor shaft and the engine shaft, or connect the motor shaft and the engine shaft and disengage the motor shaft and the input shaft.

[0008] In some embodiments, the first transmission assembly further includes a first intermediate shaft, the first intermediate shaft has a second transmission gear, and the first intermediate shaft is respectively connected to the input shaft and the output shaft through the second transmission gear.

[0009] In some embodiments, the first transmission assembly also includes a first intermediate shaft, the first intermediate shaft includes a first main shaft, a second transmission gear and a third transmission gear, the second transmission gear and the third transmission gear are respectively connected to the first main shaft, the first intermediate shaft is connected to the input shaft through the second transmission gear, and is connected to the first transmission gear through the third transmission gear.

[0010] In some embodiments, the selective disengagement part includes a first disengagement part and a second disengagement part, the first disengagement part is respectively connected to the motor shaft and the engine shaft, and the first disengagement part is configured to connect or disconnect the motor shaft and the engine shaft; the second disengagement part is respectively connected to the second transmission gear and the first main body shaft, and the second disengagement part is configured to connect or disconnect the second transmission gear and the first main body shaft.

[0011] In some embodiments, the motor shaft includes a second main shaft, a fourth transmission gear and a fifth transmission gear, the fourth transmission gear and the fifth transmission gear are respectively connected to the second main shaft, and the fifth transmission gear is connected to the engine shaft; the first transmission assembly also includes a first intermediate shaft and an output shaft, the first intermediate shaft includes a first main shaft, a second transmission gear and a third transmission gear, the second transmission gear and the third transmission gear are respectively connected to the first main shaft, the first intermediate shaft is connected to the fourth transmission gear through the second transmission gear, the output shaft has a first transmission gear, the first transmission gear is connected to the third transmission gear, and the output shaft is connected to the first drive shaft; the engine shaft includes a third main shaft and a sixth transmission gear, the sixth transmission gear is connected to the fifth transmission gear, the selective disengagement part includes a first disengagement part, the first disengagement part is respectively connected to the third main shaft and the sixth transmission gear, and the first disengagement part is configured to connect or disengage the third main shaft and the sixth transmission gear.

[0012] In some embodiments, the selective disengagement portion further comprises a second disengagement portion, the second disengagement portion being connected to the first main body shaft and the second transmission gear respectively, the second disengagement portion being configured to connect or disengage the first main body shaft and the second transmission gear;

[0013] Alternatively, the second disengaging portion is connected to the second main body shaft and the fourth transmission gear respectively, and the second disengaging portion is configured to connect or disengage the second main body shaft and the fourth transmission gear.

[0014] In some embodiments, the motor shaft has a fourth transmission gear, the first transmission assembly also includes a first intermediate shaft, an output shaft and a second intermediate shaft, the engine shaft is coaxially arranged with the first intermediate shaft, the first intermediate shaft has a second transmission gear, the output shaft has a first transmission gear, the output shaft is connected to the second transmission gear through the first transmission gear, and the first drive shaft is connected to the output shaft; the motor shaft has a fourth transmission gear, and the motor shaft is connected to the second intermediate shaft through the fourth transmission gear; the selective disengagement part is respectively connected to the second intermediate shaft, the engine shaft and the first intermediate shaft, and the selective disengagement part is arranged to connect the second intermediate shaft with the engine shaft and disengage the second intermediate shaft with the first intermediate shaft, or to connect the second intermediate shaft with the first intermediate shaft and disengage the second intermediate shaft with the engine shaft.

[0015] In order to solve the above problems, the present application provides a vehicle, including the above-mentioned vehicle power system.

[0016] Compared with the prior art, the vehicle power system of the present application includes a battery and a first power system, and the first power system includes: a first motor, an engine, a first transmission assembly and a selective disengagement unit. The first motor is electrically connected to the battery, the first motor is used to output power or electricity, and the first motor has a motor shaft; the engine is used to drive the first motor to output electricity, and the engine has an engine shaft; the first transmission assembly includes a first drive shaft; the selective disengagement unit is respectively connected to the motor shaft, the engine shaft and the first transmission assembly, and the selective disengagement unit is configured to connect the motor shaft with the engine shaft and disengage the motor shaft from the first drive shaft, or connect the motor shaft with the first drive shaft and disengage the motor shaft from the engine shaft; wherein, when the motor shaft is connected to the engine shaft, the engine can drive the first motor to supply power to the battery, and when the motor shaft is connected to the first drive shaft, the battery can drive the first motor to output power to the first drive shaft. Through the above-mentioned embodiment, the first motor can be connected to the engine through the selective disengagement unit and charge the battery under the drive of the engine, and can also be connected to the first drive shaft through the selective disengagement unit and provide drive for the first drive shaft under the power support of the battery. As a result, the first motor can not only provide power to the battery but also drive the first drive shaft when no power is generated, thereby reducing the idle time of the first motor and improving the utilization rate of the first motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments;

[0019] Figure 2 is a first structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0020] Figure 3 is a second structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0021] Figure 4 is a third structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0022] Figure 5 is a fourth structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0023] Figure 6 is a fifth structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0024] Figure 7 is a sixth structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments;

[0025] Figure 8 is a seventh structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments.

[0026] Figure numbers: vehicle 1; vehicle power system 2; battery 10; first power system 20; first motor 100; motor shaft 110; second main shaft 111; fourth transmission gear 112; fifth transmission gear 113; engine 200; engine shaft 210; third main shaft 211; sixth transmission gear 212; first transmission assembly 300; first drive shaft 310; input shaft 320; output shaft 330; first transmission gear 331; first intermediate shaft 340; first main shaft 341; second transmission gear 342; third transmission gear 343; second intermediate shaft 350; selective disengagement part 400; first disengagement part 410; second disengagement part 420; second power system 30; second motor 500; second transmission assembly 600; second drive shaft 610. DETAILED DESCRIPTION

[0027] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0029] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0030] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0031] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0032] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0033] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application 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 embodiments of the present application.

[0034] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0035] In order to cope with the rising fuel prices and the volatile international oil situation, my country has vigorously promoted the use of new energy, and the new energy industry has developed rapidly. Among them, the emergence of the range-extending system has alleviated the range anxiety of new energy vehicles and has been widely recognized by the market.

[0036] At present, the motor used for range-extended power generation in the vehicle power system is completely decoupled from the drive shaft and cannot be driven. It is idle when not generating electricity, and the motor utilization rate is low.

[0037] Please refer to Figure 1-Figure 2 , Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments; Figure 2 is a first structural schematic diagram of a first power system of a vehicle power system according to one or more embodiments.

[0038] The vehicle 1 may be a fuel vehicle, a gas vehicle or a new energy vehicle, and the new energy vehicle may be a pure electric vehicle, a hybrid vehicle or an extended range vehicle, etc. The vehicle 1 may be a front-wheel drive vehicle, a four-wheel drive vehicle, etc. The vehicle 1 includes a vehicle power system 2, which may provide power for the vehicle 1 to drive the vehicle 1 to operate.

[0039] To solve the above problems, the present application provides a vehicle power system 2, which includes a battery 10 and a first power system 20, and the first power system 20 includes: a first motor 100, an engine 200, a first transmission assembly 300 and a selective disengagement unit 400. The first motor 100 is electrically connected to the battery 10, and the first motor 100 is used to output power or electricity. The first motor 100 has a motor shaft 110; the engine 200 is used to drive the first motor 100 to output electricity, and the engine 200 has an engine shaft 210; the first transmission assembly 300 includes a first drive shaft 310; the selective disengagement part 400 is respectively connected to the motor shaft 110, the engine shaft 210 and the first transmission assembly 300, and the selective disengagement part 400 is configured to connect the motor shaft 110 with the engine shaft 210 and disengage the motor shaft 110 from the first drive shaft 310, or connect the motor shaft 110 with the first drive shaft 310 and disengage the motor shaft 110 from the engine shaft 210; wherein, when the motor shaft 110 is connected to the engine shaft 210, the engine 200 can drive the first motor 100 to supply power to the battery 10, and when the motor shaft 110 is connected to the first drive shaft 310, the battery 10 can drive the first motor 100 to output power to the first drive shaft 310.

[0040] The battery 10 can be a rechargeable battery, which has the advantage of being able to be used repeatedly after being charged, and the output current load capacity of the rechargeable battery is higher than that of most disposable batteries. Common types of rechargeable batteries currently include: lead-acid batteries, nickel-metal hydride batteries and lithium-ion batteries. Lithium-ion batteries have the advantages of being light in weight, large in capacity (the capacity is 1.5 to 2 times that of nickel-metal hydride batteries of the same weight), having no memory effect, and having a very low self-discharge rate. Therefore, even though the price is relatively high, they are still widely used. Lithium-ion batteries are currently also widely used in pure electric vehicles and hybrid vehicles. The capacity of lithium-ion batteries used for such purposes is relatively low, but they have a larger output and charging current, and also have a longer service life.

[0041] The first power system 20 includes a first motor 100, an engine 200, a first transmission assembly 300 and a selective disengagement unit 400. The first motor 100 can generate both electricity and power. For example, it can rotate forward to generate electricity under the drive of the engine 200, and can also rotate reversely to convert electricity into power when powered by the battery 10. The engine 200 can include but is not limited to a fuel engine 200, etc. The engine 200 can provide power for the first motor 100, so that the first motor 100 converts the power provided by the engine 200 into electricity. The first transmission assembly 300 includes a first drive shaft 310. The first transmission assembly 300 can transmit the power generated by the first motor 100 to a power device, such as a wheel, etc. For example, the first drive shaft 310 can be connected to the drive wheel of the vehicle 1, so as to transmit the power output by the first motor 100 to the drive wheel, and drive the drive wheel to rotate, thereby driving the vehicle 1.

[0042] The selective disengagement unit 400 is connected to the motor shaft 110, the engine shaft 210 and the first transmission assembly 300 respectively. The selective disengagement unit 400 can select the motor shaft 110 to be disengaged or connected with one of the engine shaft 210 and the first drive shaft 310, wherein the disengagement may refer to power disengagement, and the connection may refer to power connection. For example, when the selective disengagement unit 400 connects the motor shaft 110 and the engine shaft 210, and disengages the motor shaft 110 and the first drive shaft 310, it means that the motor shaft 110 and the engine shaft 210 are connected in power, that is, the power generated by the engine shaft 210 can be transmitted to the motor shaft 110, so that the engine 200 drives the first motor 100 to generate electricity, and at the same time, the motor shaft 110 and the first drive shaft 310 are power-disconnected, that is, the power on the motor shaft 110 cannot be transmitted to the first drive shaft 310; when the disengagement part 400 is selected to connect the motor shaft 110 and the first drive shaft 310, and the motor shaft 110 and the engine shaft 210 are disconnected, it means that the motor shaft 110 and the first drive shaft 310 are power-connected, that is, the power output by the motor shaft 110 can be transmitted to the first drive shaft 310, thereby driving the first drive shaft 310, and at the same time, the motor shaft 110 and the engine shaft 210 are power-disconnected, that is, the power output by the motor shaft 110 cannot be transmitted to the engine shaft 210. It can be understood that when the first motor 100 is connected to the engine shaft 210, it can generate electricity and charge the battery 10; when the first motor 100 is connected to the first drive shaft 310, it can consume the power of the battery 10 and convert the electricity into power.

[0043] Through the above embodiment, the first motor 100 can be connected to the engine 200 by selecting the disengagement part 400, and charge the battery 10 under the drive of the engine 200, and can also be connected to the first drive shaft 310 by selecting the disengagement part 400, and provide drive for the first drive shaft 310 under the power support of the battery 10. In this way, the first motor 100 can not only provide power for the battery 10 but also drive the first drive shaft 310 when not generating power, which reduces the idle time of the first motor 100, thereby improving the utilization rate of the first motor 100.

[0044] In some embodiments, the vehicle power system 2 further includes a second power system 30, the second power system 30 includes a second motor 500 and a second transmission assembly 600, the battery 10 is connected to the second motor 500 to drive the second motor 500 to output power, and the second transmission assembly 600 includes a second drive shaft 610, and the second drive shaft 610 is connected to the second motor 500. The second motor 500 can consume the power of the battery 10 and convert the power into power, and the second transmission assembly 600 can transmit the power generated by the second motor 500 to a power device, such as a wheel, etc. For example, the second drive shaft 610 can be connected to the drive wheel of the vehicle 1, so as to transmit the power output by the first motor 100 to the drive wheel, and drive the drive wheel to rotate, thereby driving the vehicle 1.

[0045] In some application scenarios, the vehicle 1 may have at least five driving modes. Taking a conventional four-wheel vehicle as an example, the two first wheels of the four-wheel vehicle are respectively connected to the first drive shaft 310, and the two second wheels are respectively connected to the second drive shaft 610, wherein the first wheel can be one of the front wheels or the rear wheels, and the second wheel can be the other.

[0046] Exemplarily, when the power level of the battery 10 is above a first preset power level and the vehicle 1 is in a comprehensive road condition scenario, the vehicle 1 can be in a first driving mode. At this time, it can be considered that the battery 10 is at a medium-to-high power level, the engine 200 and the first motor 100 are in a shutdown state, and the second motor 500 is in a working state. The second motor 500 consumes power from the battery 10 to drive the second wheel through the second transmission assembly 600.

[0047] When the power level of the battery 10 is below the second preset power level, the second preset power level is less than the first preset power level, and the vehicle 1 is in a comprehensive road condition scenario, the vehicle 1 can be in the second driving mode. At this time, it can be considered that the battery 10 is at a low power level. The disengagement part 400 is selected to connect the motor shaft 110 and the engine shaft 210, and the motor shaft 110 and the first drive shaft 310 are disconnected. The engine 200 drives the first motor 100 to generate electricity to charge the battery 10, and / or provide power to the second motor. At the same time, the second motor 500 drives the second wheel through the second transmission assembly 600.

[0048] When the power of the battery 10 is above the first preset power level and the vehicle 1 is in a high-speed cruising condition, the vehicle 1 can be in the third driving mode. At this time, it can be considered that the battery 10 is at a medium-to-high power level. The disengagement part 400 is selected to connect the motor shaft 110 and the first drive shaft 310, and the motor shaft 110 and the engine shaft 210 are disconnected. The first motor 100 consumes the power of the battery 10 to drive the first wheel through the first transmission assembly 300, and the second motor 500 is in a shutdown state.

[0049] When the power of the battery 10 is above the first preset power level and the vehicle 1 is on a low-adhesion road and in an acceleration condition, the vehicle 1 can be in the fourth driving mode. At this time, it can be considered that the battery 10 is at a medium-to-high power level. The disengagement part 400 is selected to connect the motor shaft 110 and the first drive shaft 310, and the motor shaft 110 and the engine shaft 210 are disconnected. The first motor 100 consumes power from the battery 10 to drive the first wheel through the first transmission assembly 300. At the same time, the second motor 500 consumes power from the battery 10 to drive the second wheel through the second transmission assembly 600, so that the vehicle 1 is in a four-wheel drive state.

[0050] When the power of the battery 10 is below the first preset power level and the wheels are in the parking condition, the vehicle 1 can be in the fifth driving mode. At this time, it can be considered that the battery 10 is at a medium-low power level. The disengagement unit 400 is selected to connect the motor shaft 110 and the engine shaft 210, and the motor shaft 110 and the first drive shaft 310 are disconnected. The engine 200 drives the first motor 100 to generate electricity to charge the battery 10, and the second motor 500 is in a shutdown state. In this way, the second power system 30 and the first power system 20 can cooperate with each other to improve the flexibility of the driving mode of the vehicle 1 when facing various working conditions.

[0051] In some embodiments, the first transmission assembly 300 further includes an input shaft 320 and an output shaft 330, the output shaft 330 has a first transmission gear 331, the output shaft 330 is connected to the input shaft 320 through the first transmission gear 331, the first drive shaft 310 is connected to the output shaft 330, the input shaft 320 is connected to the selective disengagement unit 400, and the selective disengagement unit 400 is configured to connect the motor shaft 110 to the input shaft 320 and disengage the motor shaft 110 from the engine shaft 210, or connect the motor shaft 110 to the engine shaft 210 and disengage the motor shaft 110 from the input shaft 320. The selective disengagement unit 400 may have the functions of transmitting power and interrupting power transmission, including but not limited to a clutch or a synchronizer. It is understandable that when the disengagement part 400 is selected to connect the motor shaft 110 and the input shaft 320, the motor shaft 110 and the engine shaft 210 are simultaneously disengaged, so that the power generated by the motor shaft 110 is transmitted to the input shaft 320 via the motor shaft 110, and then transmitted to the output shaft 330 through the first transmission gear 331, and then transmitted to the first drive shaft 310. Thus, the transmission efficiency and reliability of the first transmission assembly 300 are improved.

[0052] Please refer to Figure 3 , Figure 3 is a second schematic structural diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0053] In some embodiments, the first transmission assembly 300 further includes a first intermediate shaft 340, the first intermediate shaft 340 has a second transmission gear 342, and the first intermediate shaft 340 is respectively connected to the input shaft 320 and the output shaft 330 through the second transmission gear 342. It can be understood that when the disengagement portion 400 is selected to connect the motor shaft 110 and the input shaft 320, the motor shaft 110 and the engine shaft 210 are simultaneously disengaged, so that the power generated by the motor shaft 110 is transmitted to the input shaft 320 via the motor shaft 110, and then transmitted to the first intermediate shaft 340 through the second transmission gear 342, and then transmitted to the output shaft 330 through the first transmission gear 331, and then transmitted to the first drive shaft 310, thereby further improving the transmission efficiency and reliability of the first transmission assembly 300.

[0054] Please refer to Figure 4 , Figure 4 is a third schematic structural diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0055] In some embodiments, the first transmission assembly 300 further includes a first intermediate shaft 340, the first intermediate shaft 340 includes a first main body shaft 341, a second transmission gear 342 and a third transmission gear 343, the second transmission gear 342 and the third transmission gear 343 are respectively connected to the first main body shaft 341, the first intermediate shaft 340 is connected to the input shaft 320 through the second transmission gear 342, and is connected to the first transmission gear 331 through the third transmission gear 343. The third transmission gear 343 can be meshed and connected with the first transmission gear 331. It can be understood that when the disengagement part 400 is selected to connect the motor shaft 110 and the input shaft 320, the motor shaft 110 and the engine shaft 210 are disengaged at the same time, so that the power generated by the motor shaft 110 is transmitted to the input shaft 320 via the motor shaft 110, and then transmitted to the first main body shaft 341 through the second transmission gear 342, and then transmitted to the third transmission gear 343, and then transmitted to the output shaft 330 through the third transmission gear 343, and then transmitted to the first drive shaft 310. Thereby, the transmission efficiency and reliability of the first transmission assembly 300 are further improved.

[0056] Please refer to Figure 5 , Figure 5 is a fourth structural schematic diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0057] In some embodiments, the selective disengagement part 400 includes a first disengagement part 410 and a second disengagement part 420. The first disengagement part 410 is connected to the motor shaft 110 and the engine shaft 210 respectively, and the first disengagement part 410 is configured to connect or disengage the motor shaft 110 and the engine shaft 210; the second disengagement part 420 is connected to the second transmission gear 342 and the first main body shaft 341 respectively, and the second disengagement part 420 is configured to connect or disengage the second transmission gear 342 and the first main body shaft 341. The first disengagement part 410 and the second disengagement part 420 can adopt a one-way clutch, which can refer to a one-way rotating transmission mechanism with reverse locking. Exemplarily, when the first disengagement part 410 connects the motor shaft 110 and the engine shaft 210, the second disengagement part 420 disengages the second transmission gear 342 and the first main body shaft 341. At this time, the motor shaft 110 and the first drive shaft 310 are powered and the power output by the engine 200 cannot be transmitted to the first drive shaft 310 through the motor shaft 110. When the first disengagement part 410 disengages the motor shaft 110 and the engine shaft 210, the second disengagement part 420 connects the second transmission gear 342 and the first main body shaft 341, so that the power generated by the motor shaft 110 is transmitted to the input shaft 320 via the motor shaft 110, and then transmitted to the first main body shaft 341 through the second transmission gear 342, and then transmitted to the third transmission gear 343, and then transmitted to the output shaft 330 through the third transmission gear 343, and then transmitted to the first drive shaft 310. Therefore, the transmission efficiency and reliability of the first transmission assembly 300 are further improved, and at the same time, it is convenient to select the disengagement part 400 to more flexibly control the transmission mode of the motor shaft 110.

[0058] Please refer to Figure 6 , Figure 6 is a fifth structural schematic diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0059] In some embodiments, the motor shaft 110 includes a second main shaft 111, a fourth transmission gear 112 and a fifth transmission gear 113, the fourth transmission gear 112 and the fifth transmission gear 113 are respectively connected to the second main shaft 111, and the fifth transmission gear 113 is connected to the engine shaft 210; the first transmission assembly 300 also includes a first intermediate shaft 340 and an output shaft 330, the first intermediate shaft 340 includes a first main shaft 341, a second transmission gear 342 and a third transmission gear 343, the second transmission gear 342 and the third transmission gear 343 are respectively connected to the first main shaft 341, and the first intermediate shaft 340 is connected to the output shaft 330 through the second transmission gear. The gear 342 is connected to the fourth transmission gear 112, the output shaft 330 has a first transmission gear 331, the first transmission gear 331 is connected to the third transmission gear 343, and the output shaft 330 is connected to the first drive shaft 310; the engine shaft 210 includes a third main body shaft 211 and a sixth transmission gear 212, the sixth transmission gear 212 is connected to the fifth transmission gear 113, the selective disengagement unit 400 includes a first disengagement unit 410, the first disengagement unit 410 is respectively connected to the third main body shaft 211 and the sixth transmission gear 212, and the first disengagement unit 410 is configured to connect or disengage the third main body shaft 211 and the sixth transmission gear 212. The second transmission gear 342 can be meshed and connected with the fourth transmission gear 112, the sixth transmission gear can be meshed and connected with the fifth transmission gear 113, and the third transmission gear 343 can be meshed and connected with the third transmission gear 343. It is understandable that when the first disengagement portion 410 connects the third main body shaft 211 and the sixth transmission gear 212, the power generated by the engine 200 is transmitted to the sixth transmission gear 212 through the third main body shaft 211, and then to the fifth transmission gear 113, and then to the motor through the second main body shaft 111, thereby driving the motor to generate electricity. Thus, the reliability of the power of the engine 200 when it is transmitted to the motor is improved.

[0060] Please refer to Figure 7 , Figure 7 is a sixth structural schematic diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0061] In some embodiments, the selective disengagement unit 400 further includes a second disengagement unit 420, which is connected to the first main body shaft 341 and the second transmission gear 342, respectively, and is configured to connect or disconnect the first main body shaft 341 and the second transmission gear 342; or, the second disengagement unit 420 is connected to the second main body shaft 111 and the fourth transmission gear 112, respectively, and is configured to connect or disconnect the second main body shaft 111 and the fourth transmission gear 112. It can be understood that when the second disengagement unit 420 connects the first main body shaft 341 and the second transmission gear 342, the power generated by the first motor 100 can be transmitted to the fourth transmission gear 112 through the second main body shaft 111, then to the second transmission gear 342, and then to the third transmission gear 343 through the first main body shaft 341, and then to the output shaft 330 through the first transmission gear 331, and then to the first drive shaft 310. When the second disengaging part 420 connects the second main body shaft 111 and the fourth transmission gear 112, the power generated by the first motor 100 can be transmitted to the fourth transmission gear 112 through the second main body shaft 111, and then to the second transmission gear 342, and then to the third transmission gear 343 through the first main body shaft 341, and then to the output shaft 330 through the first transmission gear 331, and then to the first drive shaft 310. Thus, the transmission efficiency and reliability of the first transmission assembly 300 are further improved, and it is convenient to select the disengaging part 400 to more flexibly control the transmission mode of the motor shaft 110.

[0062] Please refer to Figure 8 , Figure 8 is a seventh structural schematic diagram of the first power system 20 of the vehicle power system according to one or more embodiments.

[0063] In some embodiments, the motor shaft 110 has a fourth transmission gear 112, the first transmission assembly 300 further includes a first intermediate shaft 340, an output shaft 330 and a second intermediate shaft 350, the engine shaft 210 is coaxially arranged with the first intermediate shaft 340, the first intermediate shaft 340 has a second transmission gear 342, the output shaft 330 has a first transmission gear 331, the output shaft 330 is connected to the second transmission gear 342 through the first transmission gear 331, and the first drive shaft 310 is connected to the output shaft 330; ... 0 has a fourth transmission gear 112, and the motor shaft 110 is connected to the second intermediate shaft 350 through the fourth transmission gear 112; the selective disengagement unit 400 is respectively connected to the second intermediate shaft 350, the engine shaft 210 and the first intermediate shaft 340, and the selective disengagement unit 400 is configured to connect the second intermediate shaft 350 with the engine shaft 210 and disengage the second intermediate shaft 350 from the first intermediate shaft 340, or connect the second intermediate shaft 350 with the first intermediate shaft 340 and disengage the second intermediate shaft 350 from the engine shaft 210. The first transmission gear 331 can be meshed and connected with the second transmission gear 342. It can be understood that when the disengagement part 400 is selected to connect the second intermediate shaft 350 and the engine shaft 210, and the second intermediate shaft 350 and the first intermediate shaft 340 are disengaged, the power generated by the engine 200 can be transmitted to the second intermediate shaft 350 through the engine shaft 210, and then transmitted to the motor shaft 110 through the fourth transmission gear 112, thereby driving the first motor 100 to generate electricity, and at the same time, the power on the motor shaft 110 cannot be transmitted to the first drive shaft 310. When the disengagement part 400 is selected to connect the second intermediate shaft 350 and the first intermediate shaft 340, and the second intermediate shaft 350 and the engine shaft 210 are disengaged, the power generated by the first motor 100 can be transmitted to the second intermediate shaft 350 through the fourth transmission gear 112, and then transmitted to the first intermediate shaft 340, and then transmitted to the first transmission gear 331 through the second transmission gear 342, and then transmitted to the first drive shaft 310 through the first output shaft 330. Therefore, the transmission efficiency and reliability of the first transmission assembly 300 are further improved, and at the same time, it is convenient to select the disengagement part 400 to more flexibly control the transmission mode of the motor shaft 110.

[0064] In summary, the present application provides a vehicle power system 2 including a battery 10 and a first power system 20 , wherein the first power system 20 includes: a first motor 100 , an engine 200 , a first transmission assembly 300 and a selective disengagement unit 400 . The first motor 100 is electrically connected to the battery 10, and the first motor 100 is used to output power or electricity. The first motor 100 has a motor shaft 110; the engine 200 is used to drive the first motor 100 to output electricity, and the engine 200 has an engine shaft 210; the first transmission assembly 300 includes a first drive shaft 310; the selective disengagement part 400 is respectively connected to the motor shaft 110, the engine shaft 210 and the first transmission assembly 300, and the selective disengagement part 400 is configured to connect the motor shaft 110 with the engine shaft 210 and disengage the motor shaft 110 from the first drive shaft 310, or connect the motor shaft 110 with the first drive shaft 310 and disengage the motor shaft 110 from the engine shaft 210; wherein, when the motor shaft 110 is connected to the engine shaft 210, the engine 200 can drive the first motor 100 to supply power to the battery 10, and when the motor shaft 110 is connected to the first drive shaft 310, the battery 10 can drive the first motor 100 to output power to the first drive shaft 310. Through the above embodiment, the first motor 100 can be connected to the engine 200 by selecting the disengagement part 400, and charge the battery 10 under the drive of the engine 200, or can be connected to the first drive shaft 310 by selecting the disengagement part 400, and provide drive for the first drive shaft 310 under the power support of the battery 10. As a result, the first motor 100 can not only provide power for the battery 10 but also drive the first drive shaft 310 when not generating electricity, reducing the idle time of the first motor 100, thereby improving the utilization rate of the first motor 100. Compared with other vehicle power systems, the vehicle power system 2 provided in this application is more powerful and the utilization rate of the first motor 100 is higher.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A vehicle power system, characterized in that: The vehicle power system includes a battery and a first power system, wherein the first power system includes: A first motor, electrically connected to the battery, the first motor is used to output power or electricity, and the first motor has a motor shaft; An engine, used to drive the first motor to output electric power, the engine having an engine shaft; A first transmission assembly includes a first drive shaft; A selective disengagement unit is connected to the motor shaft, the engine shaft and the first transmission assembly respectively, and the selective disengagement unit is configured to connect the motor shaft with the engine shaft and disengage the motor shaft from the first drive shaft, or connect the motor shaft with the first drive shaft and disengage the motor shaft from the engine shaft; When the motor shaft is connected to the engine shaft, the engine can drive the first motor to supply power to the battery; and when the motor shaft is connected to the first drive shaft, the battery can drive the first motor to output power to the first drive shaft.

2. The vehicle power system according to claim 1, characterized in that: The vehicle power system also includes a second power system, which includes a second motor and a second transmission assembly. The battery is connected to the second motor to drive the second motor to output power. The second transmission assembly includes a second drive shaft, and the second drive shaft is connected to the second motor.

3. The vehicle power system according to claim 1 or 2, characterized in that: The first transmission assembly also includes an input shaft and an output shaft, the output shaft has a first transmission gear, the output shaft is connected to the input shaft through the first transmission gear, the first drive shaft is connected to the output shaft, the input shaft is connected to the selective disengagement portion, and the selective disengagement portion is configured to connect the motor shaft to the input shaft and disengage the motor shaft from the engine shaft, or to connect the motor shaft to the engine shaft and disengage the motor shaft from the input shaft.

4. The vehicle power system according to claim 3, characterized in that: The first transmission assembly further includes a first intermediate shaft having a second transmission gear, and the first intermediate shaft is connected to the input shaft and the output shaft respectively through the second transmission gear.

5. The vehicle power system according to claim 3, characterized in that: The first transmission assembly also includes a first intermediate shaft, which includes a first main shaft, a second transmission gear and a third transmission gear. The second transmission gear and the third transmission gear are respectively connected to the first main shaft. The first intermediate shaft is connected to the input shaft through the second transmission gear, and is connected to the first transmission gear through the third transmission gear.

6. The vehicle power system according to claim 5, characterized in that: The selective disengagement part comprises a first disengagement part and a second disengagement part, the first disengagement part is connected to the motor shaft and the engine shaft respectively, and the first disengagement part is configured to connect or disengage the motor shaft and the engine shaft; The second disengaging portion is connected to the second transmission gear and the first main body shaft respectively, and the second disengaging portion is configured to connect or disengage the second transmission gear and the first main body shaft.

7. The vehicle power system according to claim 1, characterized in that: The motor shaft comprises a second main body shaft, a fourth transmission gear and a fifth transmission gear, the fourth transmission gear and the fifth transmission gear are respectively connected to the second main body shaft, and the fifth transmission gear is connected to the engine shaft; The first transmission assembly further includes a first intermediate shaft and an output shaft, the first intermediate shaft includes a first main shaft, a second transmission gear and a third transmission gear, the second transmission gear and the third transmission gear are respectively connected to the first main shaft, the first intermediate shaft is connected to the fourth transmission gear through the second transmission gear, the output shaft has a first transmission gear, the first transmission gear is connected to the third transmission gear, and the output shaft is connected to the first drive shaft; The engine shaft includes a third main shaft and a sixth transmission gear, the sixth transmission gear is connected to the fifth transmission gear, the selective disengagement part includes a first disengagement part, the first disengagement part is respectively connected to the third main shaft and the sixth transmission gear, and the first disengagement part is configured to connect or disengage the third main shaft and the sixth transmission gear.

8. The vehicle power system according to claim 7, characterized in that: The selective disengagement part further comprises a second disengagement part, the second disengagement part is respectively connected to the first main body shaft and the second transmission gear, and the second disengagement part is configured to connect or disengage the first main body shaft and the second transmission gear; Alternatively, the second disengaging portion is connected to the second main body shaft and the fourth transmission gear respectively, and the second disengaging portion is configured to connect or disengage the second main body shaft and the fourth transmission gear.

9. The vehicle power system according to claim 1, characterized in that: The motor shaft has a fourth transmission gear, the first transmission assembly further includes a first intermediate shaft, an output shaft and a second intermediate shaft, the engine shaft is coaxially arranged with the first intermediate shaft, the first intermediate shaft has a second transmission gear, the output shaft has a first transmission gear, the output shaft is connected to the second transmission gear through the first transmission gear, and the first drive shaft is connected to the output shaft; The motor shaft has a fourth transmission gear, and the motor shaft is connected to the second intermediate shaft via the fourth transmission gear; The selective disengaging portion is respectively connected to the second intermediate shaft, the engine shaft and the first intermediate shaft, and is configured to connect the second intermediate shaft to the engine shaft and disengage the second intermediate shaft from the first intermediate shaft, or to connect the second intermediate shaft to the first intermediate shaft and disengage the second intermediate shaft from the engine shaft.

10. A vehicle, characterized in that: The vehicle comprises a vehicle power system as claimed in any one of claims 1-9.

Images