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 first power system, the first power system comprises a motor, an engine, a transmission assembly and a synchronizer assembly, the motor is used for outputting power or electric power, and the motor is provided with a motor shaft; the engine is used for driving the motor to output power and provided with an engine shaft. The transmission assembly comprises a first driving shaft; the synchronizer assembly is connected with the motor shaft, the engine shaft and the transmission assembly. The synchronizer assembly is arranged to enable the motor shaft to be connected with at most one of the engine shaft and the transmission assembly. When the motor shaft is connected with the engine shaft, the engine can drive the motor to output electric power, and when the motor shaft is connected with the transmission assembly, the motor can output power to the first driving shaft. Therefore, multiple functions can be realized through a single motor, the structure is simple, the cost is saved, and the utilization rate of the 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, there is a great demand for motors in vehicle power systems. For example, two motors are installed on a single drive shaft to respectively perform range-extended power generation and driving, which results in a complex structure, high cost, and low motor utilization rate. 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 first power system, and the first power system includes: a motor, an engine, a transmission assembly and a synchronizer assembly, wherein the motor is used to output power or electricity, and the motor has a motor shaft; the engine is used to drive the motor to output electricity, and the engine has an engine shaft; the transmission assembly includes a first drive shaft; the synchronizer assembly is respectively connected to the motor shaft, the engine shaft and the transmission assembly, and the synchronizer assembly is configured to connect the motor shaft to at most one of the engine shaft and the transmission assembly; wherein, when the motor shaft is connected to the engine shaft, the engine can drive the motor to output electricity, and when the motor shaft is connected to the transmission assembly, the motor can output power to the first drive shaft.

[0006] In some embodiments, the first power system also includes an input shaft, through which the motor shaft is connected to the synchronizer assembly, the synchronizer assembly includes a first ring gear, a second ring gear, a gear hub and a coupling sleeve, the first ring gear is connected to the engine shaft, the second ring gear is connected to the transmission assembly, the gear hub is sleeved on the input shaft, the coupling sleeve is connected to the gear hub, and the coupling sleeve is configured to connect the gear hub to at most one of the first ring gear and the second ring gear.

[0007] In some embodiments, the synchronizer assembly further includes an actuator connected to the clutch sleeve, and the actuator is used to drive the clutch sleeve to connect to at most one of the first ring gear and the second ring gear.

[0008] In some embodiments, when the coupling sleeve is in a first position, the coupling sleeve connects the gear hub and the first gear ring; when the coupling sleeve is in a second position, the coupling sleeve connects the gear hub and the second gear ring; when the coupling sleeve is in a third position, the coupling sleeve is disengaged from the first gear ring and the second gear ring, and the actuator drives the coupling sleeve to change between the first position, the second position and the third position.

[0009] In some embodiments, the synchronizer assembly further comprises a positioning block, which is disposed between the gear hub and the coupling sleeve and is respectively connected to the gear hub and the coupling sleeve to fix the coupling sleeve in at least one of the first position, the second position and the third position.

[0010] In some embodiments, the first power system further includes a first bearing, the first bearing is sleeved on the input shaft, the engine shaft is sleeved on the first bearing, and the engine shaft is spaced from the input shaft by the first bearing.

[0011] In some embodiments, the first power system also includes a second bearing, the second bearing is sleeved on the input shaft, the transmission assembly includes an input gear, the input gear is connected to the second ring gear, the input gear is sleeved on the second bearing, and the input gear is spaced from the input shaft by the second bearing.

[0012] In some embodiments, the transmission assembly further includes an intermediate shaft and a differential assembly, the intermediate shaft is connected to the input gear and the differential assembly respectively, and the differential assembly is connected to the first drive shaft.

[0013] In some embodiments, the vehicle power system further includes a second power system including a second drive shaft, and when the synchronizer assembly disengages the motor shaft from the engine shaft and the transmission assembly, the vehicle power system outputs power through the second drive 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 first power system, and the first power system includes: a motor, an engine, a transmission assembly and a synchronizer assembly. The motor is used to output power or electricity, and the motor has a motor shaft; the engine is used to drive the motor to output electricity, and the engine has an engine shaft; the transmission assembly includes a first drive shaft; the synchronizer assembly is connected to the motor shaft, the engine shaft and the transmission assembly respectively, and the synchronizer assembly is configured to connect the motor shaft to at most one of the engine shaft and the transmission assembly; wherein, when the motor shaft is connected to the engine shaft, the engine can drive the motor to output electricity, and when the motor shaft is connected to the transmission assembly, the motor can output power to the first drive shaft. Through the above-mentioned embodiment, the synchronizer assembly can connect the motor shaft to the engine shaft and disengage from the transmission assembly, or connect the motor shaft to the transmission assembly and disengage from the engine shaft, or disengage the motor shaft from the transmission assembly and the engine shaft at the same time. Thus, the functions of the motor driving the first drive shaft, the engine driving the motor to generate electricity, the motor driving the engine to start, and the motor being decoupled from the first drive shaft and the engine at the same time can be realized through a single motor, which reduces the number of motors, has a simple structure, thereby saving costs and improving the utilization rate of the motor. 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 structural diagram of a vehicle according to one or more embodiments of the present application;

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

[0019] Figure 3 is a structural schematic diagram of a synchronizer assembly of a vehicle power system according to one or more embodiments of the present application;

[0020] Figure 4 Yes Figure 3 A cross-sectional view of the synchronizer assembly along the AA direction is shown;

[0021] Figure 5 is a structural schematic diagram of a vehicle power system according to one or more embodiments of the present application, wherein the clutch sleeve is in a first position;

[0022] Figure 6is a structural schematic diagram of a vehicle power system according to one or more embodiments of the present application, wherein the coupling sleeve is in a second position;

[0023] Figure 7 It is a structural schematic diagram of a vehicle power system in which a clutch sleeve is in a third position according to one or more embodiments of the present application.

[0024] Figure numbers: vehicle 1; vehicle power system 2; first power system 10; motor 100; motor shaft 110; engine 200; engine shaft 210; transmission assembly 300; input gear 310; intermediate shaft 320; differential assembly 330; first drive shaft 340; synchronizer assembly 400; first ring gear 410; second ring gear 420; gear hub 430; clutch sleeve 440; actuator 450; positioning block 460; friction ring 470; input shaft 500; first bearing 600; second bearing 700; second power system 20; second drive shaft 21; first position x1; second position x2; third position x3. DETAILED DESCRIPTION

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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).

[0031] 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.

[0032] 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.

[0033] 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.

[0034] At present, there is a great demand for motors in vehicle power systems. For example, two motors are installed on a single drive shaft to respectively perform range-extended power generation and driving, which results in a complex structure, high cost, and low motor utilization rate.

[0035] Please refer to Figure 1 , Figure 1 is a schematic diagram of the structure of a vehicle according to one or more embodiments of the present application.

[0036] 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.

[0037] Please refer to Figure 1-Figure 7 , Figure 2 is a schematic structural diagram of a first power system of a vehicle power system according to one or more embodiments of the present application; Figure 3 is a structural schematic diagram of a synchronizer assembly of a vehicle power system according to one or more embodiments of the present application; Figure 4 Yes Figure 3 A cross-sectional view of the synchronizer assembly along the AA direction is shown; Figure 5 is a structural schematic diagram of a vehicle power system according to one or more embodiments of the present application, wherein the clutch sleeve is in a first position; Figure 6 is a structural schematic diagram of a vehicle power system according to one or more embodiments of the present application, wherein the coupling sleeve is in a second position; Figure 7 It is a structural schematic diagram of a vehicle power system in which a clutch sleeve is in a third position according to one or more embodiments of the present application.

[0038] To solve the above problems, the present application provides a vehicle power system 2, which includes a first power system 10, and the first power system 10 includes: a motor 100, an engine 200, a transmission assembly 300 and a synchronizer assembly 400, wherein the motor 100 is used to output power or electricity, and the motor 100 has a motor shaft 110; the engine 200 is used to drive the motor 100 to output electricity, and the engine 200 has an engine shaft 210; the transmission assembly 300 includes a first drive shaft 340; the synchronizer assembly 400 is respectively connected to the motor shaft 110, the engine shaft 210 and the transmission assembly 300, and the synchronizer assembly 400 is configured to connect the motor shaft 110 to at most one of the engine shaft 210 and the transmission assembly 300; wherein, when the motor shaft 110 is connected to the engine shaft 210, the engine 200 can drive the motor 100 to output electricity, and when the motor shaft 110 is connected to the transmission assembly 300, the motor 100 can output power to the first drive shaft 340.

[0039] The first power system 10 includes a motor 100, an engine 200, a transmission assembly 300 and a synchronizer assembly 400. The motor 100 can generate both electricity and power. For example, the motor 100 can rotate forward under the drive of the engine 200 to generate electricity, and can also rotate reversely under the state of battery power to convert electricity into power. Among them, the battery can be a rechargeable battery, which has the advantage of being able to be recycled many times after charging, and the output current load capacity of the rechargeable battery is higher than that of most disposable batteries. At present, the common types of rechargeable batteries are: 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, etc., and have a very low self-discharge rate, so even if the price is relatively high, it is 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 and charging current, and also have a longer service life. The engine 200 may include but is not limited to a fuel engine 200, etc. The engine 200 may provide power to the motor 100, so that the motor 100 converts the power provided by the engine 200 into electricity. The transmission assembly 300 includes a first drive shaft 340, and the transmission assembly 300 may transmit the power generated by the motor 100 to a power device, such as a wheel, etc. For example, the first drive shaft 340 may be connected to the drive wheel of the vehicle 1, so as to transmit the power output by the motor 100 to the drive wheel, and drive the drive wheel to rotate, thereby driving the vehicle 1.

[0040] The synchronizer assembly 400 is respectively connected to the motor shaft 110, the engine shaft 210 and the transmission assembly 300. The synchronizer assembly 400 can connect the motor shaft 110 to at most one of the engine shaft 210 and the transmission assembly 300. It can be understood that the motor shaft 110 can be connected to the engine shaft 210 and the motor shaft 110 can be disengaged from the transmission assembly 300; or the motor shaft 110 can be connected to the transmission assembly 300 and the motor shaft 110 can be disengaged from the engine shaft 210; or the motor shaft 110 can be disengaged from the engine shaft 210 and the transmission assembly 300 at the same time. Wherein, disengagement may refer to power disengagement, and connection may refer to power connection. For example, when the synchronizer assembly 400 connects the motor shaft 110 and the engine shaft 210, and disengages the motor shaft 110 and the first drive shaft 340, it means that the motor shaft 110 and the engine 200 are connected in power, that is, the power generated by the engine 200 can be transmitted to the motor shaft 110, so that the engine 200 drives the motor 100 to generate electricity, and at the same time, the motor shaft 110 and the first drive shaft 340 are disengaged in power, that is, the power on the motor shaft 110 cannot be transmitted to the first drive shaft 340; when the synchronizer assembly 400 connects the motor shaft 110 and the first drive shaft 3 40 is connected, and the motor shaft 110 and the engine shaft 210 are disconnected, which means that the motor shaft 110 and the first drive shaft 340 are power-connected, that is, the power output by the motor shaft 110 can be transmitted to the first drive shaft 340, thereby driving the first drive shaft 340, 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; when the synchronizer assembly 400 simultaneously disengages the motor shaft 110 and the engine shaft 210 as well as the motor shaft 110 and the transmission assembly 300, that is, there is no power transmission between any two of the motor shaft 110, the engine shaft 210 and the transmission assembly 300.

[0041] Through the above-mentioned embodiments, the synchronizer assembly 400 can connect the motor shaft 110 with the engine shaft 210 and disengage from the transmission assembly 300, or connect the motor shaft 110 with the transmission assembly 300 and disengage from the engine shaft 210, or disengage the motor shaft 110 from the transmission assembly 300 and the engine shaft 210 at the same time. Thus, the functions of the motor 100 driving the first drive shaft 340, the engine 200 driving the motor 100 to generate electricity, the motor 100 driving the engine 200 to start, and the motor 100 being decoupled from the first drive shaft 340 and the engine 200 at the same time can be realized through a single motor 100, thereby reducing the number of motors 100, simplifying the structure, thereby saving costs, and improving the utilization rate of the motor 100.

[0042] In some embodiments, the first power system 10 further includes an input shaft 500, through which the motor shaft 110 is connected to the synchronizer assembly 400, and the synchronizer assembly 400 includes a first ring gear 410, a second ring gear 420, a gear hub 430, and a clutch sleeve 440, wherein the first ring gear 410 is connected to the engine shaft 210, the second ring gear 420 is connected to the transmission assembly 300, the gear hub 430 is sleeved on the input shaft 500, and the clutch sleeve 440 is connected to the gear hub 430, and the clutch sleeve 440 is configured to connect the gear hub 430 to at most one of the first ring gear 410 and the second ring gear 420. The motor shaft 110 may have a spline, and the output shaft may be connected to the motor shaft 110 through the spline, and the input shaft 500 may transmit the power generated by the motor shaft 110 to the gear hub 430, and transmit the power on the gear hub 430 to the motor shaft 110. It is understood that the first ring gear 410 is connected to the engine shaft 210. When the clutch sleeve 440 connects the gear hub 430 and the first ring gear 410, the power generated by the engine 200 can be transmitted to the motor shaft 110 through the engine shaft 210, the first ring gear 410, the clutch sleeve 440, the gear hub 430 and the input shaft 500. In some application scenarios, the power generated by the motor 100 can also be transmitted to the engine shaft 210 through the input shaft 500, the gear hub 430, the clutch sleeve 440 and the first ring gear 410. The second ring gear 420 is connected to the transmission assembly 300. When the clutch sleeve 440 connects the gear hub 430 and the second ring gear 420, the power generated by the motor shaft 110 can be transmitted to the transmission assembly 300 through the input shaft 500, the gear hub 430, the clutch sleeve 440 and the second ring gear 420, and then transmitted to the first drive shaft 340. When the engagement sleeve 440 disengages the gear hub 430 from both the first gear ring 410 and the second gear ring 420, even if the first drive shaft 340 rotates, it cannot affect the motor shaft 110. Thus, the synchronizer assembly 400 can improve the flexibility of the coordination between the motor 100, the engine 200 and the transmission assembly 300, expand the application scenarios of the motor 100, and thus improve the utilization rate of the motor 100.

[0043] In some embodiments, the synchronizer assembly 400 further includes an actuator 450, which is connected to the engagement sleeve 440, and the actuator 450 is used to drive the engagement sleeve 440 to connect to at most one of the first gear ring 410 and the second gear ring 420. The actuator 450 can provide an axial force for the engagement sleeve 440. The synchronizer assembly 400 can also include a friction ring 470, which is sleeved on the gear hub 430, and the engagement sleeve 440 is sleeved on the outer peripheral side of the friction ring 470. Under the action of the axial force of the engagement sleeve 440 provided by the actuator 450, the friction ring 470 generates a friction torque under the action of the inertia torque, so that the speed difference between the two components connected by the engagement sleeve 440 is gradually reduced to achieve synchronous shifting. For example, when the engagement sleeve 440 is respectively connected to the gear hub 430 and the first gear ring 410, the friction ring 470 can gradually reduce the speed difference between the gear hub 430 and the first gear ring 410, so as to achieve synchronous shifting.

[0044] In some embodiments, when the engagement sleeve 440 is in the first position x1, the engagement sleeve 440 connects the gear hub 430 and the first gear ring 410, when the engagement sleeve 440 is in the second position x2, the engagement sleeve 440 connects the gear hub 430 and the second gear ring 420, when the engagement sleeve 440 is in the third position x3, the engagement sleeve 440 is disengaged from the first gear ring 410 and the second gear ring 420, and the actuator 450 drives the engagement sleeve 440 to change between the first position x1, the second position x2 and the third position x3. Thus, the actuator 450 can adjust the position of the engagement sleeve 440, so as to flexibly control the connection and disengagement of the engagement sleeve 440 with the motor shaft 110, the engine shaft 210 and the transmission assembly 300.

[0045] In some embodiments, the synchronizer assembly 400 further includes a positioning block 460, which is disposed between the gear hub 430 and the engagement sleeve 440 and is connected to the gear hub 430 and the engagement sleeve 440, respectively, so that the engagement sleeve 440 is fixed at least one of the first position x1, the second position x2, and the third position x3. The positioning block 460 can abut against the engagement sleeve 440 to fix the engagement sleeve 440 at a corresponding position, thereby reducing the risk of connection errors caused by accidental displacement of the engagement sleeve 440, thereby improving the safety and stability of the vehicle power system 2.

[0046] In some embodiments, the first power system 10 further includes a first bearing 600, the first bearing 600 is sleeved on the input shaft 500, the engine shaft 210 is sleeved on the first bearing 600, and the engine shaft 210 is spaced from the input shaft 500 by the first bearing 600. The first bearing 600 may include but is not limited to a needle bearing, etc. It is understood that the engine shaft 210 and the input shaft 500 are spaced by the first bearing 600, and when one of the input shaft 500 and the engine shaft 210 rotates, the first bearing 600 makes it idle relative to the other, thereby reducing the impact on the other. As a result, the first bearing 600 reduces the impact between the engine shaft 210 and the input shaft 500, and reduces the risk of the motor shaft 110 rotating to interfere with the engine shaft 210 when the synchronization assembly disengages the motor shaft 110 and the engine shaft 210.

[0047] In some embodiments, the first power system 10 further includes a second bearing 700, the second bearing 700 is sleeved on the input shaft 500, the transmission assembly 300 includes an input gear 310, the input gear 310 is connected to the second gear ring 420, the input gear 310 is sleeved on the second bearing 700, and the input gear 310 is spaced from the input shaft 500 by the second bearing 700. The second bearing 700 may include but is not limited to a needle bearing, etc. It can be understood that the input gear 310 is spaced from the input shaft 500 by the second bearing 700, and when one of the input shaft 500 and the input gear 310 rotates, the second bearing 700 makes it idle relative to the other, thereby reducing the impact on the other. As a result, the second bearing 700 reduces the impact between the input gear 310 and the input shaft 500, and reduces the risk of the input gear 310 rotating to interfere with the motor shaft 110 when the synchronization assembly is disengaged from the motor shaft 110 and the transmission assembly 300.

[0048] In some embodiments, the transmission assembly 300 further includes an intermediate shaft 320 and a differential assembly 330, wherein the intermediate shaft 320 is connected to the input gear 310 and the differential assembly 330 respectively, and the differential assembly 330 is connected to the first drive shaft 340. When the synchronization assembly connects the motor shaft 110 to the transmission assembly 300, the power generated by the motor shaft 110 can be sequentially transmitted to the first drive shaft 340 through the input shaft 500, the gear hub 430, the clutch sleeve 440, the second gear ring 420, the input gear 310, the intermediate shaft 320 and the differential assembly 330, thereby driving the first drive shaft 340.

[0049] In some embodiments, the vehicle power system 2 further includes a second power system 20, which includes a second drive shaft 21. When the synchronizer assembly 400 disengages the motor shaft 110 from the engine shaft 210 and the transmission assembly 300, the vehicle power system 2 outputs power through the second drive shaft 21. The second power system 20 can output power independently or simultaneously with the first drive system. In some application scenarios, the vehicle power system 2 can output power simultaneously through the first drive shaft 340 and the second drive shaft 21. In other application scenarios, the synchronizer assembly 400 disengages the motor 100 from the transmission assembly 300, and the vehicle power system 2 outputs power only through the second drive shaft 21.

[0050] In some application scenarios, the vehicle power system 2 may have at least five 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 340, and the two second wheels are respectively connected to the second drive shaft 21, wherein the first wheel can be one of the front wheels or the rear wheels, and the second wheel can be the other. Optionally, the first wheel is the front wheel and the second wheel is the rear wheel.

[0051] Exemplarily, when the vehicle power system 2 is in the first mode, when the first wheel is the front wheel and the second wheel is the rear wheel, the first mode may refer to the rear-wheel drive mode. At this time, the coupling sleeve 440 is located in the third position x3, thereby disengaging the motor shaft 110 from the engine shaft 210 and the transmission assembly 300.

[0052] The second power system 20 outputs power through the second drive shaft 21, thereby driving the vehicle 1 to travel. It can be understood that the first drive shaft 340 rotates under the drive of the second drive shaft 21, thereby driving the input gear 310 to rotate, and the engagement sleeve 440 is disengaged from the second gear ring 420. Therefore, the input gear 310 idles on the input shaft 500 through the second bearing 700, thereby greatly reducing the drag torque of the first drive shaft 340, thereby improving the cruising range of the vehicle 1.

[0053] The vehicle power system 2 is in the second mode, which may refer to the engine 200 starting mode. At this time, the coupling sleeve 440 is in the first position x1, so that the motor shaft 110 is connected to the engine shaft 210. The power generated by the motor shaft 110 can be transmitted to the engine shaft 210 through the input shaft 500, the gear hub 430, the coupling sleeve 440, and the first gear ring 410 in sequence, so that the motor shaft 110 can drive the engine shaft 210 to rotate, and then drive the engine 200 to cross the low-speed jitter range, saving fuel, and at the same time improving the stability and smoothness of the engine 200 starting.

[0054] The vehicle power system 2 is in the third mode, which may refer to the extended-range power generation mode. At this time, the coupling sleeve 440 is in the first position x1, so that the motor shaft 110 is connected to the engine shaft 210. The power generated by the engine shaft 210 can be transmitted to the motor shaft 110 through the first ring gear 410, the coupling sleeve 440, the gear hub 430 and the input shaft 500 in sequence, so that the engine shaft 210 drives the motor shaft 110 to rotate in the opposite direction to generate electricity, thereby realizing extended-range power generation.

[0055] The vehicle power system 2 is in the fourth mode, which may refer to the four-wheel drive mode. At this time, the coupling sleeve 440 is in the second position x2, so that the motor shaft 110 is connected to the transmission assembly 300. The power generated by the motor shaft 110 can be transmitted to the first drive shaft 340 through the input shaft 500, the hub 430, the coupling sleeve 440, the second ring gear 420, the input gear 310, the intermediate shaft 320 and the differential assembly 330 in sequence, and the first wheel is driven by the first drive shaft 340, while the second drive shaft 21 drives the second wheel, thereby realizing four-wheel drive, thereby improving the power performance and escape performance of the vehicle 1.

[0056] The vehicle power system 2 is in the fifth mode, which may refer to the high-speed cruise mode. At this time, the clutch sleeve 440 is in the second position x2, so that the motor shaft 110 is connected to the transmission assembly 300. The power generated by the motor shaft 110 can be sequentially transmitted to the first drive shaft 340 through the input shaft 500, the gear hub 430, the clutch sleeve 440, the second gear ring 420, the input gear 310, the intermediate shaft 320 and the differential assembly 330, and the first drive shaft 340 drives the first wheel. At the same time, the second power system 20 is in a non-working state, so that the first drive shaft 340 drives the vehicle 1 to travel. Therefore, the high-speed cruise mode can make full use of the high-efficiency range of the first power system 10, reduce the risk of the second power system 20 decreasing the working efficiency when the vehicle 1 is in a high-speed state, and thus improve the overall cruising range of the vehicle 1.

[0057] In summary, the present application provides a vehicle power system 2, which includes a first power system 10, and the first power system 10 includes: a motor 100, an engine 200, a transmission assembly 300 and a synchronizer assembly 400, wherein the motor 100 is used to output power or electricity, and the motor 100 has a motor shaft 110; the engine 200 is used to drive the motor 100 to output electricity, and the engine 200 has an engine shaft 210; the transmission assembly 300 includes a first drive shaft 340; the synchronizer assembly 400 is respectively connected to the motor shaft 110, the engine shaft 210 and the transmission assembly 300, and the synchronizer assembly 400 is configured to connect the motor shaft 110 to at most one of the engine shaft 210 and the transmission assembly 300; wherein, when the motor shaft 110 is connected to the engine shaft 210, the engine 200 can drive the motor 100 to output electricity, and when the motor shaft 110 is connected to the transmission assembly 300, the motor 100 can output power to the first drive shaft 340. Through the above-mentioned embodiments, the synchronizer assembly 400 can connect the motor shaft 110 with the engine shaft 210 and disengage from the transmission assembly 300, or connect the motor shaft 110 with the transmission assembly 300 and disengage from the engine shaft 210, or disengage the motor shaft 110 from the transmission assembly 300 and the engine shaft 210 at the same time. Thus, the functions of the motor 100 driving the first drive shaft 340, the engine 200 driving the motor 100 to generate electricity, the motor 100 driving the engine 200 to start, and the motor 100 being decoupled from the first drive shaft 340 and the engine 200 at the same time can be realized through a single motor 100, thereby reducing the number of motors 100, simplifying the structure, thereby saving costs, and improving the utilization rate of the motor 100. Compared with other vehicle power systems, the vehicle power system 2 provided in the present application is more flexible, simpler in structure, and lower in cost.

[0058] 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 first power system, the first power system including: A motor, used for outputting power or electricity, wherein the motor has a motor shaft; An engine, used to drive the motor to output electric power, the engine having an engine shaft; A transmission assembly including a first drive shaft; a synchronizer assembly connected to the motor shaft, the engine shaft and the transmission assembly, respectively, the synchronizer assembly being configured to connect the motor shaft to at most one of the engine shaft and the transmission assembly; When the motor shaft is connected to the engine shaft, the engine can drive the motor to output electricity, and when the motor shaft is connected to the transmission assembly, the motor can output power to the first drive shaft.

2. The vehicle power system according to claim 1, characterized in that: The first power system also includes an input shaft, and the motor shaft is connected to the synchronizer assembly through the input shaft. The synchronizer assembly includes a first ring gear, a second ring gear, a gear hub and a coupling sleeve. The first ring gear is connected to the engine shaft, and the second ring gear is connected to the transmission assembly. The gear hub is sleeved on the input shaft, and the coupling sleeve is connected to the gear hub. The coupling sleeve is configured to connect the gear hub to at most one of the first ring gear and the second ring gear.

3. The vehicle power system according to claim 2, characterized in that: The synchronizer assembly further includes an actuator connected to the engagement sleeve, and the actuator is used to drive the engagement sleeve to connect to at least one of the first ring gear and the second ring gear.

4. The vehicle power system according to claim 3, characterized in that: When the engagement sleeve is in the first position, the engagement sleeve connects the gear hub and the first gear ring; when the engagement sleeve is in the second position, the engagement sleeve connects the gear hub and the second gear ring; when the engagement sleeve is in the third position, the engagement sleeve is disengaged from the first gear ring and the second gear ring, and the actuator drives the engagement sleeve to change among the first position, the second position and the third position.

5. The vehicle power system according to claim 4, characterized in that: The synchronizer assembly further includes a positioning block, which is disposed between the gear hub and the engagement sleeve and is connected to the gear hub and the engagement sleeve respectively, so as to fix the engagement sleeve at least one of the first position, the second position and the third position.

6. The vehicle power system according to claim 2, characterized in that: The first power system further includes a first bearing, wherein the first bearing is sleeved on the input shaft, the engine shaft is sleeved on the first bearing, and the engine shaft is spaced apart from the input shaft via the first bearing.

7. The vehicle power system according to claim 6, characterized in that: The first power system also includes a second bearing, the second bearing is sleeved on the input shaft, the transmission assembly includes an input gear, the input gear is connected to the second gear ring, the input gear is sleeved on the second bearing, and the input gear is spaced from the input shaft through the second bearing.

8. The vehicle power system according to claim 7, characterized in that: The transmission assembly further includes an intermediate shaft and a differential assembly. The intermediate shaft is connected to the input gear and the differential assembly respectively, and the differential assembly is connected to the first drive shaft.

9. The vehicle power system according to claim 1, characterized in that: The vehicle power system further includes a second power system including a second drive shaft, and when the synchronizer assembly disengages the motor shaft from the engine shaft and the transmission assembly, the vehicle power system outputs power through the second drive 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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