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. The vehicle power system comprises a battery, a first motor, an engine, a second motor, a transmission assembly and a selective disengaging part. The first motor is connected with the battery and is provided with a first motor shaft; the engine has an engine shaft; the second motor is connected with the battery, used for outputting power and provided with a second motor shaft; the transmission assembly comprises a driving shaft; the driving shaft is connected with a second motor shaft; the selective disengagement part is connected with the first motor shaft, the engine shaft and the second motor shaft, and the selective disengagement part is arranged to enable the first motor shaft to be connected with the engine shaft and disengage the first motor shaft from the second motor shaft, or enable the first motor shaft to be connected with the second motor shaft and disengage the first motor shaft from the engine shaft. Therefore, the first motor can provide power for the battery and the second motor and can also be matched with the second motor to drive the driving shaft, the utilization rate of the first motor is increased, and power of a vehicle power system is enhanced.

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, in a vehicle power system, one motor is often used for range-extended power generation and the other is used to drive the vehicle. The motor used for range-extended power generation 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, a first motor, an engine, a second motor, a 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 first motor shaft; the engine is used to drive the first motor to output electricity, and the engine has an engine shaft; the second motor is electrically connected to the battery, and is used to output power, and the second motor has a second motor shaft; the transmission assembly includes a drive shaft, and the drive shaft is connected to the second motor shaft; the selective disengagement unit is respectively connected to the first motor shaft, the engine shaft and the second motor shaft, and the selective disengagement unit is configured to connect the first motor shaft and the engine shaft, and disengage the first motor shaft and the second motor shaft, or connect the first motor shaft and the second motor shaft, and disengage the first motor shaft and the engine shaft.

[0006] In some embodiments, the selective disengagement portion includes a first disengagement portion and a second disengagement portion, the first disengagement portion is configured to connect or disconnect the first motor shaft and the engine shaft, and the second disengagement portion is configured to connect or disconnect the first motor shaft and the second motor shaft.

[0007] In some embodiments, the transmission assembly further includes an output shaft, which is respectively connected to the second motor shaft and the drive shaft.

[0008] In some embodiments, the transmission assembly further includes an intermediate shaft having a first transmission gear and a second transmission gear, the intermediate shaft being connected to the second motor shaft via the first transmission gear, and the intermediate shaft being connected to the output shaft via the second transmission gear.

[0009] In some embodiments, the first motor shaft has a third transmission gear, the engine shaft includes a first main shaft and a fourth transmission gear, and the fourth transmission gear is connected to the third transmission gear; the selection disengagement part includes a first disengagement part, and the first disengagement part is respectively connected to the first main shaft and the fourth transmission gear, and the first disengagement part is configured to connect or disengage the first main shaft and the fourth transmission gear.

[0010] In some embodiments, the first motor shaft and the second motor shaft are arranged in parallel, the second motor shaft includes a second main body shaft, a fifth transmission gear and a sixth transmission gear, the fifth transmission gear and the sixth transmission gear are respectively connected to the second main body shaft, the fifth transmission gear is connected to the fourth transmission gear, and the sixth transmission gear is connected to the first transmission gear; the selection disengagement part includes a second disengagement part, the second disengagement part is respectively connected to the fifth transmission gear and the second main body shaft, and the second disengagement part is configured to connect or disengage the fifth transmission gear and the second main body shaft.

[0011] In some embodiments, when the first disengaging portion connects the first main shaft and the fourth transmission gear, the second disengaging portion disengages the fifth transmission gear and the second main shaft; when the first disengaging portion disengages the first main shaft and the fourth transmission gear, the second disengaging portion disengages the fifth transmission gear and the second main shaft.

[0012] In some embodiments, the first motor shaft and the second motor shaft are coaxially arranged, the second motor shaft has a sixth transmission gear, and the second motor shaft is connected to the first transmission gear through the sixth transmission gear; the selective disengagement part includes a second disengagement part, the second disengagement part is respectively connected to the first motor shaft and the second motor shaft, and the second disengagement part is configured to connect or disengage the first motor shaft and the second motor shaft.

[0013] In some embodiments, when the first disengaging portion connects the first main body shaft and the fourth transmission gear, the second disengaging portion disengages the first motor shaft and the second motor shaft; when the first disengaging portion disengages the first main body shaft and the fourth transmission gear, the second disengaging portion connects the first motor shaft and the second motor shaft.

[0014] In order to solve the above problems, the present application provides a vehicle, including the above-mentioned vehicle power system.

[0015] Compared with the prior art, the vehicle power system of the present application includes a battery, a first motor, an engine, a second motor, a 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 first motor shaft; the engine is used to drive the first motor to output electricity, and the engine has an engine shaft; the second motor is electrically connected to the battery and is used to output power, and the second motor has a second motor shaft; the transmission assembly includes a drive shaft, and the drive shaft is connected to the second motor shaft; the selective disengagement unit is respectively connected to the first motor shaft, the engine shaft, and the second motor shaft, and the selective disengagement unit is configured to connect the first motor shaft with the engine shaft and disengage the first motor shaft and the second motor shaft, or connect the first motor shaft and the second motor shaft and disengage the first motor shaft and the engine shaft. Through the above-mentioned embodiment, the first motor can be connected to the engine through the selective disengagement unit, and provide power to at least one of the battery and the second motor under the drive of the engine, and can also be connected to the second motor shaft through the selective disengagement unit, and cooperate with the second motor to drive the drive shaft. As a result, the first motor can not only provide power to the battery, but also cooperate with the second motor to drive the drive shaft when not generating electricity, reducing the idle time of the first motor, thereby improving the utilization rate of the first motor and enhancing the power of the vehicle's power system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] 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.

[0017] Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments;

[0018] Figure 2 is a first structural schematic diagram of a vehicle power system according to one or more embodiments;

[0019] Figure 3 is a second schematic structural diagram of a vehicle power system according to one or more embodiments.

[0020] Figure numbers: vehicle 1; vehicle power system 2; battery 100; first motor 200; first motor shaft 210; third transmission gear 211; engine 300; engine shaft 310; first main shaft 311; fourth transmission gear 312; second motor 400; second motor shaft 410; second main shaft 411; fifth transmission gear 412; sixth transmission gear 413; transmission assembly 500; drive shaft 510; output shaft 520; intermediate shaft 530; first transmission gear 531; second transmission gear 532; selection disengagement part 600; first disengagement part 610; second disengagement part 620. DETAILED DESCRIPTION

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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).

[0027] 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.

[0028] 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.

[0029] 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.

[0030] At present, in a vehicle power system, one motor is often used for range-extended power generation and the other is used to drive the vehicle. The motor used for range-extended power generation 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.

[0031] 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 vehicle power system according to one or more embodiments.

[0032] 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.

[0033] In order to solve the above problems, the present application provides a vehicle power system 2, which includes a battery 100, a first motor 200, an engine 300, a second motor 400, a transmission assembly 500 and a selective disengagement unit 600; the first motor 200 is electrically connected to the battery 100, the first motor 200 is used to output power or electricity, and the first motor 200 has a first motor shaft 210; the engine 300 is used to drive the first motor 200 to output electricity, and the engine 300 has an engine shaft 310; the second motor 400 is electrically connected to the battery 100, and is used to output power or electricity. The second motor 400 has a second motor shaft 410 to output power; the transmission assembly 500 includes a drive shaft 510, and the drive shaft 510 is connected to the second motor shaft 410; the selective disengagement part 600 is respectively connected to the first motor shaft 210, the engine shaft 310 and the second motor shaft 410, and the selective disengagement part 600 is configured to connect the first motor shaft 210 and the engine shaft 310, and disengage the first motor shaft 210 and the second motor shaft 410, or connect the first motor shaft 210 and the second motor shaft 410, and disengage the first motor shaft 210 and the engine shaft 310.

[0034] The battery 100 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 light weight, large capacity (the capacity is 1.5 to 2 times that of nickel-metal hydride batteries of the same weight), no memory effect, and 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 this purpose is relatively low, but they have a larger output, charging current, and a longer service life. The battery 100 can provide power for the first motor 200 and the second motor 400.

[0035] The first motor 200 can generate both electricity and power. For example, it can rotate forward to generate electricity under the drive of the engine 300, and can also rotate reversely to convert electricity into power when powered by the battery 100. The engine 300 can include but is not limited to a fuel engine 300, etc. The engine 300 can provide power to the first motor 200, so that the first motor 200 converts the power provided by the engine 300 into electricity. The transmission assembly 500 includes a drive shaft 510. The transmission assembly 500 can transmit the power generated by the first motor 200 and the second motor 400 to a power device, such as a wheel, etc. For example, the drive shaft 510 can be connected to the drive wheel of the vehicle 1, so as to transmit the power output by the first motor 200 and the second motor 400 to the drive wheel, and drive the drive wheel to rotate, thereby driving the vehicle 1.

[0036] The selective disengagement unit 600 is respectively connected to the first motor shaft 210, the engine shaft 310 and the second motor shaft 410. The selective disengagement unit 600 may have the functions of transmitting power and interrupting power transmission, including but not limited to a clutch or a synchronizer. The selective disengagement unit 600 may select the first motor shaft 210 to be disengaged or connected with one of the engine shaft 310 and the second motor shaft 410, wherein disengagement may refer to power disengagement, and connection may refer to power connection. For example, when the selective disengagement unit 600 connects the first motor shaft 210 and the engine shaft 310, and disengages the first motor shaft 210 and the second motor shaft 410, it means that the first motor shaft 210 and the engine shaft 310 are power-connected, that is, the power generated by the engine shaft 310 can be transmitted to the first motor shaft 210, so as to facilitate the engine 300 to drive the first motor 200 to generate electricity, and at the same time, the first motor shaft 210 and the second motor shaft 410 are power-disengaged, that is, the first The power on the motor shaft 210 cannot be transmitted to the second motor shaft 410 and the drive shaft 510; when the disengagement part 600 is selected to connect the first motor shaft 210 and the second motor shaft 410, and to disengage the first motor shaft 210 and the engine shaft 310, it means that the first motor shaft 210 and the second motor shaft 410 are connected in power, that is, the power output by the first motor shaft 210 can be transmitted to the second motor shaft 410, and transmitted to the drive shaft 510 through the second motor shaft 410, so as to drive the drive shaft 510 together with the second motor shaft 410, and at the same time, the power of the first motor shaft 210 and the engine shaft 310 is disengaged, that is, the power output by the first motor shaft 210 cannot be transmitted to the engine shaft 310. It can be understood that when the first motor shaft 210 is connected to the engine shaft 310, it can generate electricity and provide electricity to at least one of the battery 100 and the second motor 400; when the first motor shaft 210 is connected to the second motor shaft 410, it can consume the power of the battery 100 and convert the electricity into power.

[0037] Through the above embodiment, the first motor 200 can be connected to the engine 300 by selecting the disengagement part 600, and provide power to at least one of the battery 100 and the second motor 400 under the drive of the engine 300, or can be connected to the second motor shaft 410 by selecting the disengagement part 600, and cooperate with the second motor 400 to drive the drive shaft 510. In this way, the first motor 200 can not only provide power to the battery 100, but also cooperate with the second motor 400 to drive the drive shaft 510 when no power is generated, which reduces the idle time of the first motor 200, thereby improving the utilization rate of the first motor 200 and enhancing the power of the vehicle power system 2.

[0038] 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 driving wheels of the four-wheel vehicle are respectively connected to the driving shaft 510, and the driving wheel can be at least one of the front wheel or the rear wheel.

[0039] Exemplarily, when the power level of the battery 100 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 100 is at a medium-to-high power level, the engine 300 and the first motor 200 are in a shutdown state, and the second motor 400 is in a working state. The second motor 400 consumes the power of the battery 100 and drives the wheels through the transmission assembly 500.

[0040] When the power level of the battery 100 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 100 is at a low power level. The disengagement part 600 is selected to connect the motor shaft and the engine shaft 310, and the first motor shaft 210 and the second motor shaft 410 are disengaged. The engine 300 drives the first motor 200 to generate electricity to provide power for at least one of the battery 100 and the second motor 400. At the same time, the second motor 400 drives the drive wheels through the transmission assembly 500.

[0041] When the power level of the battery 100 is above the first preset power level and the vehicle 1 is in a medium to high speed cruising condition, the vehicle 1 can be in the third driving mode. At this time, it can be considered that the battery 100 is at a medium to high power level, the first motor 200 and the engine 300 are in a shutdown state, and the second motor 400 is in a working state. The second motor 400 consumes the power of the battery 100 and drives the wheels through the transmission assembly 500.

[0042] When the power level of the battery 100 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 100 is at a medium-to-high power level. The disconnecting portion 600 is selected to connect the first motor shaft 210 and the second motor shaft 410, and the first motor shaft 210 and the engine shaft 310 are disconnected. The first motor 200 consumes the power of the battery 100 and cooperates with the second motor 400 to drive the wheels through the transmission assembly 500.

[0043] When the power of the battery 100 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 100 is at a medium-low power level. The disengagement unit 600 is selected to connect the first motor shaft 210 and the engine shaft 310, and the first motor shaft 210 and the second drive shaft 510 are disconnected. The engine 300 drives the first motor 200 to generate electricity to charge the battery 100, and the second motor 400 is in a shutdown state. In this way, the first motor 200 and the second motor 400 can cooperate with each other to improve the flexibility of the driving mode of the vehicle 1 when facing various working conditions.

[0044] In some embodiments, the selective disengagement unit 600 includes a first disengagement unit 610 and a second disengagement unit 620. The first disengagement unit 610 is configured to connect or disconnect the first motor shaft 210 and the engine shaft 310, and the second disengagement unit 620 is configured to connect or disconnect the first motor shaft 210 and the second motor shaft 410. It can be understood that when the first disengagement unit 610 connects the first motor shaft 210 and the engine shaft 310, the second disengagement unit 620 disconnects the first motor shaft 210 and the second motor shaft 410; when the first disengagement unit 610 disconnects the first motor shaft 210 and the engine shaft 310, the second disengagement unit 620 connects the first motor shaft 210 and the second motor shaft 410. Thus, it is convenient for the selective disengagement unit 600 to more flexibly control the connection state between the first motor shaft 210 and the second motor shaft 410 and the engine shaft 310.

[0045] In some embodiments, the transmission assembly 500 further includes an output shaft 520, which is connected to the second motor shaft 410 and the drive shaft 510, respectively. It is understood that the power generated by the second motor shaft 410 can be transmitted to the drive shaft 510 through the output shaft 520. When the disengagement portion 600 is selected to connect the first motor shaft 210 and the second motor shaft 410, the power generated by the first motor shaft 210 can be transmitted to the second motor shaft 410, and then to the output shaft 520, and the drive shaft 510 is driven by the output shaft 520. As a result, the transmission efficiency and reliability of the transmission assembly 500 are improved.

[0046] In some embodiments, the transmission assembly 500 further includes an intermediate shaft 530, the intermediate shaft 530 having a first transmission gear 531 and a second transmission gear 532, the intermediate shaft 530 being connected to the second motor shaft 410 through the first transmission gear 531, and the intermediate shaft 530 being connected to the output shaft 520 through the second transmission gear 532. It can be understood that when the disengagement portion 600 is selected to connect the first motor shaft 210 with the second motor shaft 410, and the first motor shaft 210 and the engine shaft 310 are disengaged, the power generated by the first motor shaft 210 can be transmitted to the second motor shaft 410, then transmitted to the intermediate shaft 530 through the first transmission gear 531, then transmitted to the output shaft 520 through the second transmission gear 532, and then transmitted to the drive shaft 510 through the output shaft 520. As a result, the power transmission efficiency and reliability of the transmission assembly 500 are further improved.

[0047] In some embodiments, the first motor shaft 210 has a third transmission gear 211, the engine shaft 310 includes a first main body shaft 311 and a fourth transmission gear 312, and the fourth transmission gear 312 is connected to the third transmission gear 211; the selective disengagement unit 600 includes a first disengagement unit 610, the first disengagement unit 610 is connected to the first main body shaft 311 and the fourth transmission gear 312 respectively, and the first disengagement unit 610 is configured to connect or disengage the first main body shaft 311 and the fourth transmission gear 312. The fourth transmission gear 312 can be meshed and connected with the third transmission gear 211. It can be understood that when the first disengagement unit 610 connects the first main body shaft 311 and the fourth gear, the power generated by the engine 300 can be transmitted to the fourth transmission gear 312 through the first main body shaft 311, and then transmitted to the first motor shaft 210 through the third transmission gear 211, thereby driving the first motor shaft 210 to generate electricity. As a result, the transmission efficiency and reliability of the power of the engine 300 to the first motor 200 are improved, and at the same time, it is convenient to select the disengagement part 600 to more flexibly control the transmission mode of the motor shaft.

[0048] In some embodiments, the first motor shaft 210 and the second motor shaft 410 are arranged in parallel, the second motor shaft 410 includes a second main body shaft 411, a fifth transmission gear 412 and a sixth transmission gear 413, the fifth transmission gear 412 and the sixth transmission gear 413 are respectively connected to the second main body shaft 411, the fifth transmission gear 412 is connected to the fourth transmission gear 312, and the sixth transmission gear 413 is connected to the first transmission gear 531; the selective disengagement part 600 includes a second disengagement part 620, the second disengagement part 620 is respectively connected to the fifth transmission gear 412 and the second main body shaft 411, and the second disengagement part 620 is configured to connect or disengage the fifth transmission gear 412 and the second main body shaft 411. The fifth transmission gear 412 can be meshedly connected with the fourth transmission gear 312, and the sixth transmission gear 413 can be meshedly connected with the first transmission gear 531. It is understandable that when the second disengaging part 620 connects the fifth transmission gear 412 with the second main body shaft 411, the power generated by the first motor shaft 210 can be transmitted to the fourth transmission gear 312 through the third transmission gear 211, and then to the fifth transmission gear 412, and then to the sixth transmission gear 413 through the second main body shaft 411, and then to the intermediate shaft 530 through the first transmission gear 531, and then to the output shaft 520 through the second transmission gear 532, and then to the drive shaft 510. Thus, the transmission efficiency and reliability of the transmission assembly 500 are further improved, and it is convenient to select the disengaging part 600 to more flexibly control the transmission mode of the first motor shaft 210.

[0049] In some embodiments, when the first disengagement portion 610 connects the first main body shaft 311 and the fourth transmission gear 312, the second disengagement portion 620 disengages the fifth transmission gear 412 and the second main body shaft 411; when the first disengagement portion 610 disengages the first main body shaft 311 and the fourth transmission gear 312, the second disengagement portion 620 disengages the fifth transmission gear 412 and the second main body shaft 411. Thus, the risk of the first disengagement portion 610 connecting the first main body shaft 311 and the fourth transmission gear 312, while the second disengagement portion 620 connecting the fifth transmission gear 412 and the second main body shaft 411, thereby causing a disorder in the vehicle power system 2 is reduced.

[0050] Please refer to Figure 3 , Figure 3 is a second schematic structural diagram of a vehicle power system according to one or more embodiments.

[0051] In some embodiments, the first motor shaft 210 and the second motor shaft 410 are coaxially arranged, the second motor shaft 410 has a sixth transmission gear 413, and the second motor shaft 410 is connected to the first transmission gear 531 through the sixth transmission gear 413; the optional disengagement part 600 includes a second disengagement part 620, the second disengagement part 620 is connected to the first motor shaft 210 and the second motor shaft 410 respectively, and the second disengagement part 620 is configured to connect or disengage the first motor shaft 210 and the second motor shaft 410. The sixth transmission gear 413 can be meshed and connected with the first transmission gear 531. The first disengagement part 610 and the second disengagement part 620 can adopt a one-way check, which refers to a one-way rotating transmission mechanism with one-way rotation and reverse locking, such as a one-way transmission bearing, etc. It can be understood that when the second disengaging portion 620 connects the first motor shaft 210 and the second motor shaft 410, the power generated by the first motor shaft 210 can be directly transmitted to the second motor shaft 410, and then transmitted to the first transmission gear 531 through the sixth transmission gear 413, and then transmitted to the intermediate shaft 530 through the first transmission gear 531, and then transmitted to the output shaft 520 through the second transmission gear 532, and then transmitted to the drive shaft 510. As a result, the volume of the vehicle power system 2 is reduced, space is saved, and the transmission efficiency of the power generated by the first motor shaft 210 is further improved.

[0052] In some embodiments, when the first disengagement portion 610 is connected to the first main body shaft 311 and the fourth transmission gear 312, the second disengagement portion 620 is disengaged from the first motor shaft 210 and the second motor shaft 410; when the first disengagement portion 610 is disengaged from the first main body shaft 311 and the fourth transmission gear 312, the second disengagement portion 620 is connected to the first motor shaft 210 and the second motor shaft 410. Thus, the risk of the first disengagement portion 610 connecting the first main body shaft 311 and the fourth transmission gear 312, while the second disengagement portion 620 is connected to the first motor shaft 210 and the second motor shaft 410, thereby reducing the risk of disorder in the vehicle power system 2.

[0053] In summary, the present application provides a vehicle power system 2, which includes a battery 100, a first motor 200, an engine 300, a second motor 400, a transmission assembly 500 and a selective disengagement unit 600; the first motor 200 is electrically connected to the battery 100, the first motor 200 is used to output power or electricity, and the first motor 200 has a first motor shaft 210; the engine 300 is used to drive the first motor 200 to output electricity, and the engine 300 has an engine shaft 310; the second motor 400 is electrically connected to the battery 100, and is used to output The second motor 400 has a second motor shaft 410; the transmission assembly 500 includes a drive shaft 510, and the drive shaft 510 is connected to the second motor shaft 410; the selective disengagement part 600 is respectively connected to the first motor shaft 210, the engine shaft 310 and the second motor shaft 410, and the selective disengagement part 600 is configured to connect the first motor shaft 210 with the engine shaft 310 and disengage the first motor shaft 210 and the second motor shaft 410, or connect the first motor shaft 210 with the second motor shaft 410 and disengage the first motor shaft 210 and the engine shaft 310. Through the above embodiment, the first motor 200 can be connected to the engine 300 through the selective disengagement part 600, and provide power to at least one of the battery 100 and the second motor 400 under the drive of the engine 300, and can also be connected to the second motor shaft 410 through the selective disengagement part 600, and cooperate with the second motor 400 to drive the drive shaft 510. Thus, the first motor 200 can provide power to the battery 100 and the second motor 400, and can also drive the drive shaft 510 together with the second motor 400 when not generating electricity, reducing the idle time of the first motor 200, thereby improving the utilization rate of the first motor 200 and enhancing the power of the vehicle power system 2. Compared with other vehicle power systems, the first motor 200 of the vehicle power system 2 provided in the present application has a higher utilization rate and stronger power.

[0054] 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 comprises: Battery; A first motor, electrically connected to the battery, the first motor is used to output power or electricity, and the first motor has a first motor shaft; An engine, used to drive the first motor to output electric power, the engine having an engine shaft; a second motor, electrically connected to the battery and configured to output power, the second motor having a second motor shaft; A transmission assembly, comprising a drive shaft, wherein the drive shaft is connected to the second motor shaft; The selective disengagement part is respectively connected to the first motor shaft, the engine shaft and the second motor shaft, and the selective disengagement part is configured to connect the first motor shaft and the engine shaft and disengage the first motor shaft and the second motor shaft, or connect the first motor shaft and the second motor shaft and disengage the first motor shaft and the engine shaft.

2. The vehicle power system according to claim 1, characterized in that: The selective disengagement portion includes a first disengagement portion and a second disengagement portion, wherein the first disengagement portion is configured to connect or disconnect the first motor shaft and the engine shaft, and the second disengagement portion is configured to connect or disconnect the first motor shaft and the second motor shaft.

3. The vehicle power system according to claim 1, characterized in that: The transmission assembly also includes an output shaft, and the output shaft is connected to the second motor shaft and the drive shaft respectively.

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

5. The vehicle power system according to claim 4, characterized in that: The first motor shaft has a third transmission gear, the engine shaft includes a first main body shaft and a fourth transmission gear, and the fourth transmission gear is connected to the third transmission gear; The selective disengagement portion includes a first disengagement portion, which is connected to the first main body shaft and the fourth transmission gear respectively, and the first disengagement portion is configured to connect or disengage the first main body shaft and the fourth transmission gear.

6. The vehicle power system according to claim 5, characterized in that: The first motor shaft and the second motor shaft are arranged in parallel, the second motor shaft comprises a second main body shaft, a fifth transmission gear and a sixth transmission gear, the fifth transmission gear and the sixth transmission gear are connected to the second main body shaft respectively, the fifth transmission gear is connected to the fourth transmission gear, and the sixth transmission gear is connected to the first transmission gear; The selective disengaging portion includes a second disengaging portion, which is connected to the fifth transmission gear and the second main body shaft respectively, and the second disengaging portion is configured to connect or disengage the fifth transmission gear and the second main body shaft.

7. The vehicle power system according to claim 6, characterized in that: When the first disengaging portion connects the first main body shaft and the fourth transmission gear, the second disengaging portion disengages the fifth transmission gear and the second main body shaft; When the first disengaging portion disengages the first main body shaft and the fourth transmission gear, the second disengaging portion disengages the fifth transmission gear and the second main body shaft.

8. The vehicle power system according to claim 5, characterized in that: The first motor shaft and the second motor shaft are coaxially arranged, the second motor shaft has a sixth transmission gear, and the second motor shaft is connected to the first transmission gear through the sixth transmission gear; The selective disengagement portion includes a second disengagement portion, the second disengagement portion is connected to the first motor shaft and the second motor shaft respectively, and the second disengagement portion is configured to connect or disengage the first motor shaft and the second motor shaft.

9. The vehicle power system according to claim 8, characterized in that: When the first disengaging portion connects the first main body shaft and the fourth transmission gear, the second disengaging portion disengages the first motor shaft and the second motor shaft; When the first disengaging portion disengages the first main body shaft and the fourth transmission gear, the second disengaging portion connects the first motor shaft and the second motor shaft.

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

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