Power system and vehicle

Abstract

The utility model discloses a power system and a vehicle. The power system comprises a first transmission shaft, a second transmission shaft, a gear shifting mechanism, a speed ratio amplifying mechanism, a main reduction driven gear and a motor. The gear shifting mechanism is arranged on the first transmission shaft, and the first transmission shaft is connected with the motor; the speed ratio amplifying mechanism and the main reduction driven gear are arranged on the second transmission shaft, the speed ratio amplifying mechanism is meshed with the first end of the gear shifting mechanism, and the second end of the gear shifting mechanism is meshed with the main reduction driven gear. According to the power system, the gear shifting mechanism is arranged on the first transmission shaft, the gear shifting mechanism can be prevented from being directly driven by the motor to rotate at a high speed, the power system can adapt to the high-rotating-speed working condition of the motor, meanwhile, the gear shifting mechanism is located on the middle shaft, the requirement for the deceleration transmission center distance can be lowered, the enveloping requirement of the whole power system is lowered, and cost is lowered.

Description

Technical Field

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

[0002] In order to meet the driving needs under different road conditions, a variety of driving modes and driving gears have been developed in existing vehicles to improve driving performance in a targeted manner.

[0003] In the prior art, when designing a motor-driven power system, the shift mechanism is usually set on the motor output shaft, and the mechanism that plays a speed ratio amplification role is placed on the intermediate shaft between the motor and the driven part. This design will cause the centrifugal force of the shift mechanism to be too large and cause ablation failure when the motor outputs at high speed, and it also places too high requirements on the transmission center distance of the power system. Utility Model Content

[0004] The embodiments of the present invention provide a power system and a vehicle to solve the problem that the existing power system cannot adapt to the high speed output of the motor and the transmission center distance requirement is too high.

[0005] The embodiment of the utility model provides a power system, comprising a first transmission shaft, a second transmission shaft, a gear shift mechanism, a speed ratio amplification mechanism, a main reduction driven gear and a motor;

[0006] The shift mechanism is arranged on the first transmission shaft, and the first transmission shaft is connected to the motor;

[0007] The speed ratio amplifying mechanism and the main reducer driven gear are arranged on the second transmission shaft. The speed ratio amplifying mechanism is engaged with the first end of the shifting mechanism, and the second end of the shifting mechanism is engaged with the main reducer driven gear.

[0008] Preferably, the shift mechanism comprises a clutch assembly, a first gear and a second gear provided on the first transmission shaft;

[0009] The first end of the clutch assembly is connected to the first gear, and the second end of the clutch assembly is connected to the second gear;

[0010] The first gear is engaged with the speed ratio amplifying mechanism, and the second gear is engaged with the main reduction driven gear.

[0011] Preferably, the clutch assembly includes a gear sleeve, a first clutch, and a second clutch provided on the first transmission shaft; one end of the first clutch is selectively engaged with the gear sleeve, and the other end of the first clutch is connected to the first gear; one end of the second clutch is selectively engaged with the gear sleeve, and the other end of the second clutch is connected to the second gear;

[0012] Alternatively, the clutch assembly includes a double clutch, one end of the double clutch is connected to the first gear, and the other end of the double clutch is connected to the second gear;

[0013] Alternatively, the clutch assembly includes a synchronizer, one end of the synchronizer is connected to the first gear, and the other end of the synchronizer is connected to the second gear.

[0014] Preferably, the second transmission shaft includes a first transmission half shaft and a second transmission half shaft;

[0015] The power system further includes a differential mechanism disposed on the second transmission shaft, the differential mechanism including a differential housing, planetary gears disposed in the differential housing, a first side shaft gear, a second side shaft gear, and a planetary gear pin;

[0016] The planetary gear pins are provided on the differential housing;

[0017] The two planetary gears are sleeved on the planetary gear pins;

[0018] The first side gear is engaged with the first sides of the two planetary gears, and the first side gear is used to connect to a driven member through the first transmission half shaft;

[0019] The second side gear is engaged with the second sides of the two planetary gears, and the second side gear is used to connect to another driven member through the second transmission side shaft.

[0020] Preferably, the speed ratio amplification mechanism is sleeved on the first transmission half shaft and connected to the first end of the differential housing, and the main reduction driven gear is sleeved on the second transmission half shaft and connected to the second end of the differential housing.

[0021] Preferably, the power system further comprises a differential lock;

[0022] One end of the differential lock is connected to the second transmission half shaft, and the other end of the differential lock is connected to the main reducer driven gear, for controlling the second transmission half shaft to engage or disengage with the main reducer driven gear.

[0023] Preferably, the speed ratio amplification mechanism includes a third gear and a planetary gear structure, and the outer ring gear of the third gear is engaged with the shift mechanism;

[0024] The planetary gear structure includes a planetary carrier, planetary gears and a sun gear; the planetary carrier is connected to the differential housing; the planetary gears are arranged on the planetary carrier, and the planetary gears are engaged with the inner ring gear of the third gear and the sun gear; one end of the sun gear is connected to the housing of the power system.

[0025] Preferably, the speed ratio amplification mechanism includes a third gear and a planetary gear structure, and the outer ring gear of the third gear is engaged with the shift mechanism;

[0026] The planetary gear structure includes a planetary carrier, planetary gears, a sun gear and a planetary gear ring. Any one of the planetary carrier and the planetary gear ring is connected to the differential housing, and the other is connected to the housing of the power system; the planetary gear is arranged on the planetary carrier, and the planetary gear is meshed with the planetary gear ring and the sun gear; the sun gear is connected to the third gear.

[0027] Preferably, the power system further comprises a fourth gear and a fifth gear;

[0028] The fourth gear is arranged on the output shaft of the motor, the fifth gear is arranged on the first transmission shaft, and the fourth gear is meshed with the fifth gear.

[0029] An embodiment of the present invention further provides a vehicle comprising any of the power systems described above.

[0030] The power system and vehicle provided by the embodiment of the present invention can avoid the shift mechanism from rotating at high speed directly under the drive of the motor by arranging the shift mechanism on the first transmission shaft, prevent the shift mechanism from being at risk of ablation failure due to excessive centrifugal force, and can adapt to the high-speed working conditions of the motor. At the same time, the shift mechanism and the speed ratio amplification mechanism are respectively arranged on the first transmission shaft and the second transmission shaft, so that the shift mechanism is located on the intermediate shaft, which can reduce the center distance requirements of the reduction transmission, reduce the envelope and requirements of the entire power system, make the power system structure more compact, and reduce costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0032] Figure 1 This is a structural diagram of a power system in one embodiment of the present utility model;

[0033] Figure 2 This is another structural diagram of the power system in one embodiment of the present utility model;

[0034] Figure 3 This is another structural diagram of the power system in one embodiment of the present utility model;

[0035] Figure 4This is another structural diagram of the power system in one embodiment of the present utility model;

[0036] Figure 5 This is a flow chart of a method for controlling a power system in one embodiment of the present invention;

[0037] Figure 6 It is a state diagram of the target execution component in each driving mode in one embodiment of the present utility model.

[0038] In the figure: 1. First transmission shaft; 2. Second transmission shaft; 3. Shift mechanism; 31. Clutch assembly; 311. Gear sleeve; 312. First clutch; 313. Second clutch; 32. First gear; 33. Second gear; 4. Speed ratio amplification mechanism; 41. Third gear; 42. Planetary gear structure; 421. Planetary carrier; 422. Planetary gear; 423. Sun gear; 424. Planetary gear ring; 5. Main reducer and driven gear; 6. Motor; 7. Differential mechanism; 71. Differential case; 72. Planetary gear; 73. First axle gear; 74. Second axle gear; 75. Planetary gear pin; 8. Differential lock; 9. Fourth gear; 10. Fifth gear; 11. Part to be driven. DETAILED DESCRIPTION

[0039] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0040] In the description of the present invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0041] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0042] An embodiment of the present utility model provides a power system, including a first transmission shaft 1, a second transmission shaft 2, a shift mechanism 3, a speed ratio amplification mechanism 4, a main reduction driven gear 5 and a motor 6; the shift mechanism 3 is arranged on the first transmission shaft 1, and the first transmission shaft 1 is connected to the motor 6; the speed ratio amplification mechanism 4 and the main reduction driven gear 5 are arranged on the second transmission shaft 2, the speed ratio amplification mechanism 4 is engaged with the first end of the shift mechanism 3, and the second end of the shift mechanism 3 is engaged with the main reduction driven gear 5.

[0043] As an example, the power system includes a first transmission shaft 1, a second transmission shaft 2, a shifting mechanism 3, a speed ratio amplifying mechanism 4, a main reducer driven gear 5, and a motor 6. The shifting mechanism 3 is disposed on the first transmission shaft 1 and rotates synchronously with the first transmission shaft 1. The first transmission shaft 1 is connected to the output shaft of the motor 6 via a gear. The shifting mechanism 3 is used to switch the power output gear. The second transmission shaft 2 is connected to a driven member 11, such as a wheel hub. The speed ratio amplifying mechanism 4 and the main reducer driven gear 5 are disposed on the second transmission shaft 2. The speed ratio amplifying mechanism 4 meshes with the first end of the shifting mechanism 3, and the main reducer driven gear 5 meshes with the second end of the shifting mechanism 3. By switching the power output gear, the shifting mechanism 3 can select to transmit the torque and speed output by the motor 6 to the second transmission shaft 2 via the speed ratio amplifying mechanism 4, forming a first gear transmission path, achieving a first gear driving effect, or select to transmit the torque and speed output by the motor 6 to the second transmission shaft 2 via the main reducer driven gear 5, forming a second gear transmission path, achieving a second gear driving effect. The stator of motor 6 is connected to a motor controller via a three-phase cable and an NTC sensor. The motor controller is connected to the vehicle controller and adjusts the motor speed based on a speed control signal from the vehicle controller. The motor speed is monitored by a resolver and fed back to the motor controller for closed-loop control. The motor controller also detects the motor's operating temperature and adjusts the motor current via the three-phase cable to achieve varying torque outputs.

[0044] In this example, by placing the shift mechanism 3 on the first transmission shaft 1 rather than on the output shaft of the motor 6, the shift mechanism 3 is prevented from rotating directly at high speeds under the drive of the motor 6, thus preventing the risk of ablation failure of the shift mechanism 3 due to excessive centrifugal force, and thus enabling the shift mechanism 3 to adapt to the high-speed operating conditions of the motor 6. Furthermore, by placing the shift mechanism 3 on the first transmission shaft 1 and the speed ratio amplification mechanism 4 and the main reduction driven gear 5 on the second transmission shaft 2, the shift mechanism 3 is located on the intermediate shaft between the output shaft of the motor 6 and the second transmission shaft 2. This reduces the required center distance of the reduction transmission, lowers the envelope and requirements of the entire power system, and makes the power system structure more compact and reduces costs. The first and second gear transmission paths from the shift mechanism 3 to the second transmission shaft 2 are independent and non-interfering, resulting in a short power transmission path and high transmission efficiency. The shorter power transmission path also reduces the speed requirements of the driving gear and the support needle roller, thereby reducing the torque capacity requirements of the shift mechanism 3 and making the speed regulation requirements of the motor 6 easier to control, thereby improving control accuracy and shift response speed.

[0045] In one embodiment, the shift mechanism 3 includes a clutch assembly 31, a first gear 32, and a second gear 33 arranged on the first transmission shaft 1; the first end of the clutch assembly 31 is connected to the first gear 32, and the second end of the clutch assembly 31 is connected to the second gear 33; the first gear 32 is engaged with the speed ratio amplification mechanism 4, and the second gear 33 is engaged with the main reduction driven gear 5.

[0046] As an example, the shift mechanism 3 includes a clutch assembly 31, a first gear 32, and a second gear 33, which are disposed on the first transmission shaft 1. The first end of the clutch assembly 31 is connected to the first gear 32, which is engaged with the speed amplification mechanism 4. The second end of the clutch assembly 31 is connected to the second gear 33, which is engaged with the main reduction driven gear 5. Depending on the gear shift, the clutch assembly 31 can selectively transmit torque and speed to the second transmission shaft 2 via the first gear 32 and the speed amplification mechanism 4, or transmit torque and speed to the second transmission shaft 2 via the second gear 33 and the main reduction driven gear 5, thereby achieving gear shifting.

[0047] In one embodiment, the clutch assembly 31 includes a gear sleeve 311, a first clutch 312 and a second clutch 313; one end of the first clutch 312 is selectively engaged with the gear sleeve 311, and the other end of the first clutch 312 is connected to the first gear 32; one end of the second clutch 313 is selectively engaged with the gear sleeve 311, and the other end of the second clutch 313 is connected to the second gear 33; or, the clutch assembly includes a double clutch, one end of the double clutch is connected to the first gear 32, and the other end of the double clutch is connected to the second gear 33; or, the clutch assembly includes a synchronizer, one end of the synchronizer is connected to the first gear 32, and the other end of the synchronizer is connected to the second gear 33.

[0048] As an example, the clutch assembly 31 includes two independent clutches, or a back-to-back double clutch, including a gear sleeve 311, a first clutch 312, and a second clutch 313 disposed on the first transmission shaft 1. One end of the first clutch 312 selectively engages with the gear sleeve 311, and the other end of the first clutch 312 is connected to the first gear 32; one end of the second clutch 313 selectively engages with the gear sleeve 311, and the other end of the second clutch 313 is connected to the second gear 33. The gear sleeve 311 can be connected to the first transmission shaft 1 through a spline and rotate synchronously with the first transmission shaft 1. The first clutch 312 is sleeved on the first transmission shaft 1. When the first clutch 312 is engaged, the first clutch 312 drives the first gear 32 to rotate synchronously with the gear sleeve 311, so that the clutch assembly 31 outputs the speed and torque to the second transmission shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4, thereby achieving a first-gear driving effect; the second clutch 313 is sleeved on the first transmission shaft 1. When the second clutch 313 is engaged, the second clutch 313 drives the second gear 33 to rotate synchronously with the gear sleeve 311, so that the clutch assembly 31 outputs the speed and torque to the second transmission shaft 2 through the second clutch 313, the second gear 33, and the main-reducing driven gear 5, thereby achieving a second-gear driving effect.

[0049] As another example, the clutch assembly 31 can also be a back-to-back double clutch, with the two ends of the double clutch respectively connected to the first gear 32 and the second gear 33. The double clutch can selectively transmit torque and speed to the second transmission shaft 2 through the speed ratio amplification mechanism 4 or the main reduction driven gear 5 to achieve a two-speed drive effect.

[0050] As another example, the clutch assembly 31 is a three-position synchronizer structure, which is not limited to a dog spline clutch with or without a synchronizer ring. The synchronizer's two ends are connected to the first gear 32 and the second gear 33, respectively. The synchronizer can selectively transmit torque and speed to the second transmission shaft 2 via the speed ratio amplification mechanism 4 or the main reducer driven gear 5, achieving a two-speed drive effect.

[0051] In one embodiment, the second transmission shaft 2 includes a first transmission half-shaft and a second transmission half-shaft; the power system also includes a differential mechanism 7 arranged on the second transmission shaft 2; the differential mechanism 7 includes a differential housing 71, a planetary gear 72 arranged in the differential housing 71, a first half-shaft gear 73, a second half-shaft gear 74 and a planetary gear pin 75; the planetary gear pin 75 is passed through the differential housing 71; the two planetary gears 72 are sleeved on the planetary gear pin 75; the first half-shaft gear 73 is engaged with the first side of the two planetary gears 72, and the first half-shaft gear 73 is used to connect a driven member 11 through the first transmission half-shaft; the second half-shaft gear 74 is engaged with the second side of the two planetary gears 72, and the second half-shaft gear 74 is used to connect another driven member 11 through the second transmission half-shaft.

[0052] As an example, the power system also includes a differential mechanism 7 arranged on the second drive shaft 2. The second drive shaft includes a first drive half-shaft connected to the first end of the differential mechanism 7 and a second drive half-shaft connected to the second end of the differential mechanism 7. The first drive half-shaft and the second drive half-shaft are respectively used to connect two driven parts 11. The differential mechanism 7 can realize the differential function between the two driven parts 11. For example, it can realize the differential function of the wheels on both sides of the vehicle to ensure that it can travel smoothly when turning or on uneven roads. The differential mechanism 7 includes a differential case 71, two planetary gears 72 arranged in the differential case 71, a first half-shaft gear 73, a second half-shaft gear 74 and a planetary gear pin 75. The planetary gear pin 75 is passed through the differential case 71 in a direction perpendicular to the second transmission shaft 2. The two planetary gears 72 are sleeved on the planetary gear pin 75. The first half-shaft gear 73 and the second half-shaft gear 74 are arranged in the direction of the second transmission shaft 2. The first half-shaft gear 73 is connected to the driven member 11 through the first transmission half-shaft, and the second half-shaft gear 74 is connected to the driven member 11 through the second transmission half-shaft. Each planetary gear 72 is engaged with the first half-shaft gear 73 and the second half-shaft gear 74. When the vehicle is traveling straight, the rotational speeds of the planetary gear 72, the first half-shaft gear 73, and the second half-shaft gear 74 are equal and in a balanced state, which is equivalent to a rigid connection. However, when the vehicle is turning or traveling on an uneven road, the balanced state of the three is destroyed, causing the rotational speed of the half-shaft gear located on the inside of the turn to decrease, while the rotational speed of the half-shaft gear located on the outside of the turn to increase, forming a differential, thereby ensuring that the driven parts 11 on both sides perform pure rolling motion, so as to ensure that the vehicle can turn smoothly or travel smoothly on uneven roads.

[0053] In one embodiment, the speed ratio amplification mechanism 4 is sleeved on the first transmission half shaft and connected to the first end of the differential housing 71, and the main reduction driven gear 5 is sleeved on the second transmission half shaft and connected to the second end of the differential housing 71.

[0054] As an example, the differential mechanism 7, the speed ratio amplifying mechanism 4, and the main reducer driven gear 5 are collectively disposed on the second transmission shaft 2. The differential mechanism 7 is disposed between the speed ratio amplifying mechanism 4 and the main reducer driven gear 5. The speed ratio amplifying mechanism 4 is connected to a first end of the differential case 71, and the main reducer driven gear 5 is connected to a second end of the differential case 71. The speed ratio amplifying mechanism 4 is connected to a first end of the shift mechanism 3 via a first gear 32, and the main reducer driven gear 5 is connected to a second end of the shift mechanism 3 via a second gear 33. This enables a more compact arrangement and saves space.

[0055] In one embodiment, the power system further includes a differential lock 8; one end of the differential lock 8 is connected to the second transmission half shaft, and the other end of the differential lock 8 is connected to the main reduction driven gear 5, for controlling the second transmission half shaft to engage or disengage with the main reduction driven gear 5.

[0056] As an example, the power system further includes a differential lock 8. One end of the differential lock 8 is connected to the second transmission half-shaft, and the other end of the differential lock 8 is connected to the main reduction driven gear 5. Since the second transmission half-shaft is connected to the second half-shaft gear 74, when the differential lock 8 is locked, the second half-shaft gear 74 in the differential mechanism 7 can be coupled to the main reduction driven gear 5, replacing the connection structure in the prior art in which the differential lock 8 is directly connected to the second half-shaft gear 74 and the differential case 71. Since the main reduction driven gear 5 has greater mechanical strength than the differential case 71, the locking effect can be better guaranteed, the safety factor of the differential lock 8 can be improved, and the load-bearing capacity of the differential lock 8 can also be increased, thereby reducing the size of the differential lock 8, reducing space and cost.

[0057] In one embodiment, the speed ratio amplification mechanism 4 includes a third gear 41 and a planetary gear structure 42; the outer ring gear of the third gear 41 is engaged with the shift mechanism 3; the planetary gear structure 42 is engaged with the inner ring gear of the third gear 41, and the planetary gear structure 42 is connected to the differential mechanism 7.

[0058] As an example, the speed ratio amplification mechanism 4 includes a third gear 41 and a planetary gear structure 42. The third gear 41 includes an inner and outer ring gear. The outer ring gear of the third gear 41 meshes with the shift mechanism 3, while the inner ring gear meshes with the planetary gear structure 42. The planetary gear structure 42 is connected to the differential mechanism 7. The planetary gear structure 42 has a high load capacity and a compact structure. By selecting different components in the planetary gear structure 42 as the power input and power output terminals, the amplification speed ratio of the planetary gear structure 42 can be flexibly changed to meet various power output requirements.

[0059] In one embodiment, if Figure 2As shown, the planetary gear structure 42 includes a planetary carrier 421, planetary gears 422 and a sun gear 423; the planetary carrier 421 is connected to the differential housing 71; the planetary gears 422 are arranged on the planetary carrier 421, and the planetary gears 422 are engaged with the inner ring gear of the third gear 41 and the sun gear 423; one end of the sun gear 423 is connected to the housing of the power system.

[0060] As an example, the planetary gear arrangement 42 includes a planet carrier 421, planetary gears 422, and a sun gear 423. The planetary gear 421 is integrated with the differential housing 71 or fixedly connected to the differential housing 71, allowing the planetary gear 421 to rotate synchronously with the differential housing 71. The planetary gears 422 are loosely mounted on the planetary pins on the planetary gear carrier 421 via planetary gear needle bearings. The planetary gears 422 mesh with the inner ring gear of the third gear 41 and the sun gear 423, which is surrounded by the planetary gears 422. One end of the sun gear 423 is fixedly connected to the housing of the power system, keeping the sun gear 423 in a fixed, non-rotating state. This arrangement of the planetary gears 421 uses the planetary gears 422 as the power input and the planetary gear carrier 421 as the power output, with an amplified speed ratio i=(1+k) / k, where k is a characteristic parameter of the planetary gear arrangement 42.

[0061] In one embodiment, the planetary gear structure 42 includes a planetary carrier 421, planetary gears 422, a sun gear 423 and a planetary gear ring 424; any one of the planetary carrier 421 and the planetary gear ring 424 is connected to the differential mechanism 7, and the other is connected to the housing of the power system; the planetary gear 422 is set on the planetary carrier 421, and the planetary gear 422 is engaged with the planetary gear ring 424 and the sun gear 423; the sun gear 423 is connected to the third gear 41.

[0062] As an example, Figure 3 As shown, the planetary gear structure 42 includes a planetary carrier 421, planetary gears 422, a sun gear 423, and a planetary gear ring 424; the planetary carrier 421 is connected to the differential mechanism 7, and the planetary gear ring 424 is connected to the housing of the power system; the planetary gears 422 are disposed on the planetary carrier 421, meshing with the planetary gear ring 424 and the sun gear 423; and the sun gear 423 is connected to the third gear 41. In this example, the planetary gear ring 424 is connected to the housing of the power system and is in a fixed, non-rotating state. The planetary gears 422 are loosely mounted on the planetary pins of the planetary carrier 421 via the planetary gear 422 needle bearing. The planetary carrier 421 is fixedly connected to the differential housing 71, and the planetary gears 422 mesh with the planetary gear ring 424 and the sun gear 423. The sun gear 423 is coaxially connected to the third gear 41 and rotates synchronously. This arrangement structure of the planetary gear 421 uses the sun gear 423 as the power input end and the planet carrier 421 as the power output end, and the amplified speed ratio i=1+k, where k is a characteristic parameter of the planetary gear structure 42 .

[0063] As another example, Figure 4 As shown, the planetary gear structure 42 includes a planetary carrier 421, planetary gears 422, a sun gear 423, and a planetary gear ring 424; the planetary gear ring is connected to the differential mechanism 7, and the planetary carrier 421 is connected to the housing of the power system; the planetary gears 422 are disposed on the planetary carrier 421, meshing with the planetary gear ring 424 and the sun gear 423; and the sun gear 423 is connected to the third gear 41. In this example, the planetary gear ring 424 is connected to the differential housing 71, and the planetary gears 422 are loosely mounted on the planetary pins of the planetary carrier 421 via the planetary gear 422 needle bearing. The planetary carrier 421 is connected to the housing of the power system. The planetary gears 422 only rotate about the planetary pins and no longer revolve. The planetary gears 422 mesh with the planetary gear ring 424 and the sun gear 423. The sun gear 423 is coaxially connected to the third gear 41 and rotates synchronously. This arrangement structure of the planetary gear 421 uses the sun gear 423 as the power input end and the planetary gear ring 424 as the power output end, and has an amplified speed ratio i=-k, where k is a characteristic parameter of the planetary gear structure 42 .

[0064] In one embodiment, the power system further includes a fourth gear 9 and a fifth gear 10 ; the fourth gear 9 is disposed on the output shaft of the motor 6 , and the fifth gear 10 is disposed on the first transmission shaft 1 , and the fourth gear 9 and the fifth gear 10 are meshed.

[0065] As an example, the power system further includes a fourth gear 9 and a fifth gear 10; the fourth gear 9 is fixed to the output shaft of the motor 6, so that the output shaft of the motor 6 rotates synchronously with the fourth gear 9. The fifth gear 10 is fixed to the first transmission shaft 1, so that the first transmission shaft 1 rotates synchronously with the fifth gear 10. The fourth gear 9 and the fifth gear 10 mesh to form a power transmission structure between the motor 6 and the shift mechanism 3. In this example, the provision of the fourth gear 9 and the fifth gear 10 prevents the shift mechanism 3 from rotating directly at high speeds under the drive of the motor 6, thus preventing the shift mechanism 3 from experiencing ablation failure due to excessive centrifugal force, and helping the shift mechanism 3 adapt to the high speed operation of the motor 6.

[0066] The present invention provides a method for controlling a power system. This method can be applied to an on-board controller to obtain real-time vehicle data after the vehicle is powered on, thereby controlling the operation of the power system in the above-described embodiment based on this vehicle data. In this example, the on-board controller refers to a controller installed on the vehicle. This can be a controller integrated with other functions on the vehicle, or a standalone controller dedicated to controlling the operation of the power system.

[0067] In one embodiment, a control method for a power system is provided, and the method is described by taking the application of the method in a vehicle-mounted controller as an example. Figure 5 As shown, the control method of the power system includes:

[0068] S501: Acquire measured vehicle data;

[0069] S502: When the measured vehicle data meets the mode switching condition corresponding to the target driving mode, the target execution component corresponding to the target driving mode is controlled to operate so that the power system enters the target driving mode.

[0070] Measured vehicle data is vehicle data collected in real time. As an example, measured vehicle data includes, but is not limited to, required driving modes and driving status information. The required driving mode reflects the driver's driving needs and is the driving mode actively selected by the driver. Driving status information reflects the driving status and includes, but is not limited to, the current gear, current vehicle speed, and brake pedal status. Driving modes include, but are not limited to, first gear low-speed off-road driving mode, first gear low-speed energy recovery mode, first gear low-speed escape driving mode, second gear high-efficiency driving mode, second gear high-efficiency energy recovery mode, hill-hold assist mode, and idle disconnect mode.

[0071] In this example, the first gear low-speed off-road driving mode, the first gear low-speed escape driving mode, the second gear high-efficiency driving mode, the hill hold assist mode, and the vacant space disconnect mode are driving modes that the driver can select and switch to by interacting with the onboard controller. For example, when the driver selects the first gear low-speed off-road driving mode, and the onboard controller detects that the required driving mode is the first gear low-speed off-road driving mode in the measured vehicle data obtained, the first gear low-speed off-road driving mode can be determined as the target driving mode. The first gear low-speed off-road driving mode, the first gear low-speed energy recovery mode, the second gear high-efficiency driving mode, the second gear high-efficiency energy recovery mode, the hill hold assist mode, and the vacant space disconnect mode are driving modes that the onboard controller can enter by default based on driving status information. For example, if the vehicle is currently operating in the first gear low-speed off-road driving mode and the onboard controller detects that the brake pedal is pressed, it will control the vehicle to switch to the first gear low-speed energy recovery mode.

[0072] As an example, in step S501, the vehicle controller can obtain measured vehicle data such as the required driving mode and driving status information through the CAN bus or other communication methods. The measured vehicle data here includes but is not limited to the required driving mode, current gear, required driving mode and current vehicle speed.

[0073] The target driving mode is the driving mode the vehicle will enter at the next moment. The onboard controller can actively determine the target driving mode based on driving status information. When the driving status information meets a specific condition, it will default to a certain driving mode. For example, when the current gear is in Park, the default is to enter Hill Start Assist Parking Mode. Alternatively, the onboard controller can passively determine the target driving mode based on the acquired desired driving mode. The target execution components include the motor 6, the shift mechanism 3, and the differential lock 8 in the power system.

[0074] As an example, in step S502, when the acquired measured vehicle data satisfies the switching conditions corresponding to the target driving mode, the onboard controller controls the target execution component corresponding to the target driving mode to operate, causing the power system to automatically enter the target driving mode. For example, when the onboard controller detects that the current gear is park, it can determine that the current gear meets the switching conditions for the hill-hold assist parking mode. At this point, the onboard controller controls the motor 6, shift mechanism 3, and differential lock 8 in the power system to perform corresponding actions, causing the power system to automatically switch from the current driving mode to the hill-hold assist parking mode. For another example, when the onboard controller detects that the desired driving mode is the first-gear low-speed off-road driving mode, it determines that the target driving mode is the first-gear low-speed off-road driving mode. The onboard controller then continues to detect the current gear and vehicle speed. If the current gear and vehicle speed meet the switching conditions for the first-gear low-speed off-road driving mode, the onboard controller controls the motor 6, shift mechanism 3, and differential lock 8 in the power system to perform corresponding actions, causing the power system to automatically switch from the current driving mode to the first-gear low-speed off-road driving mode.

[0075] In this example, the power system is controlled based on the measured vehicle data obtained in real time to actively or passively switch to the corresponding target driving mode. This allows for flexible adaptation to a variety of driving conditions and improves the vehicle's driving efficiency.

[0076] In one embodiment, the measured vehicle data includes the required driving mode, the current gear, and the current vehicle speed;

[0077] The target driving mode includes a first gear low-speed off-road driving mode, and a mode switching condition corresponding to the first gear low-speed off-road driving mode includes the required driving mode being the first gear low-speed off-road driving mode, the current gear is not park or neutral, and the current vehicle speed is greater than a first vehicle speed threshold and less than a second vehicle speed threshold;

[0078] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0079] like Figure 6 As shown, the motor 6 in the power system is controlled to be in a driving state, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is unlocked, so that the power system enters a first gear low-speed off-road driving mode.

[0080] As an example, the measured vehicle data obtained by the on-board controller includes the required driving mode, the current gear and the current vehicle speed; when the required driving mode is the first gear low-speed off-road driving mode, the current gear is not the parking gear or the neutral gear (for example, the current gear is the D gear), and the current vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, it is determined that the measured vehicle data meets the mode switching conditions corresponding to the first gear low-speed off-road driving mode, and the on-board controller needs to control the power system to enter the first gear low-speed off-road driving mode, specifically controlling the motor 6 in the power system to be in a driving state, the first clutch 312 to engage, the second clutch 313 to disengage and the differential lock 8 to unlock, so that the power system enters the first gear low-speed off-road driving mode.

[0081] In this example, the motor 6 must first be controlled to perform idle speed regulation to create the speed conditions for the engagement of the first clutch 312. The differential lock 8 in the powertrain must also be unlocked to maintain the normal differential speed mode between the left and right wheels. During the idle speed regulation process of the motor 6, if the second clutch 313 is engaged, the second clutch 313 is first controlled to disengage. When the onboard controller detects that the first clutch 312 in the current shift mechanism 3 has reached the allowable engagement speed difference, the first clutch 312 is then controlled to engage, causing the first clutch 312 to drive the first gear 32 and the gear sleeve 311 to rotate synchronously. The shift mechanism 3 outputs speed and torque to the second transmission shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4. At this time, the powertrain is driven according to the first gear reduction ratio, allowing the second transmission shaft 2 in the powertrain to obtain maximum drive torque. Furthermore, when the powertrain is used in a rear-wheel drive vehicle, the power lost by the rear drive in the idle speed regulation range can be compensated by the front drive to avoid shift jerk and power interruption in the vehicle.

[0082] In one embodiment, the measured vehicle data includes the current driving mode and brake pedal state;

[0083] The target driving mode includes a first gear low-speed energy recovery mode, and the mode switching conditions corresponding to the first gear low-speed energy recovery mode include that the current driving mode is a first gear low-speed off-road driving mode and the brake pedal is in a depressed state;

[0084] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0085] like Figure 6 As shown, the motor 6 is controlled to switch from the driving state to the power generation state, so that the power system enters the first gear low-speed energy recovery mode.

[0086] As an example, when the vehicle is traveling in first-gear low-speed off-road driving mode, the on-board controller detects that the brake pedal is depressed and determines that the measured vehicle data meets the mode switching conditions corresponding to first-gear low-speed energy recovery mode. At this point, the on-board controller controls motor 6 in the powertrain to switch from a driving state to a generating state, automatically switching the first-gear low-speed off-road driving mode to first-gear low-speed energy recovery mode, providing sufficient braking torque for the vehicle and recovering braking energy. In other words, first-gear low-speed energy recovery mode refers to an operating mode in which motor 6 in the powertrain is in a generating state, first clutch 312 is engaged, second clutch 313 is disengaged, and differential lock 8 is unlocked.

[0087] In one embodiment, the measured vehicle data includes a desired driving mode, a current driving mode, and a current vehicle speed;

[0088] The target driving mode includes a first gear low-speed escape driving mode, and the mode switching conditions corresponding to the first gear low-speed escape driving mode include the required driving mode being the first gear low-speed escape driving mode, the current driving mode being the first gear low-speed off-road driving mode, and the current vehicle speed being no greater than a first vehicle speed threshold;

[0089] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0090] like Figure 6 As shown, the differential lock 8 is controlled to switch from an unlocked state to a locked state, so that the power system enters a first-gear low-speed escape driving mode.

[0091] As an example, when the onboard controller detects that the required driving mode is the first gear, low-speed escape mode, the first gear, low-speed escape mode is selected as the target driving mode. If the current driving mode is the first gear, low-speed off-road driving mode and the current vehicle speed is not greater than the first vehicle speed threshold, the onboard controller controls the differential lock 8 to be locked, causing the power system to enter the first gear, low-speed escape mode from the first gear, low-speed off-road mode. In other words, the first gear, low-speed escape mode refers to an operating mode in which the motor 6 of the power system is in a driving state, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is locked.

[0092] In one embodiment, the measured vehicle data includes a desired driving mode, a current driving mode, a current gear, and a current vehicle speed;

[0093] The target driving mode includes a first gear low-speed escape driving mode, and the mode switching conditions corresponding to the first gear low-speed escape driving mode include the required driving mode being the first gear low-speed escape driving mode, the current driving mode not being the first gear low-speed off-road driving mode, the current gear not being park or neutral, and the current vehicle speed not being greater than a first vehicle speed threshold;

[0094] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0095] like Figure 6 As shown, the motor 6 in the power system is controlled to be in a driving state, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is locked, so that the power system enters a first gear low-speed escape driving mode.

[0096] As another example, when the on-board controller detects that the required driving mode is the first gear low-speed escape driving mode, the first gear low-speed escape driving mode is determined as the target driving mode, and the current gear and current vehicle speed are continued to be detected. When the current gear is not the parking gear or neutral gear, for example, the current gear is the D gear, and the current vehicle speed is not greater than the first vehicle speed threshold, the on-board controller determines that the vehicle meets the switching conditions corresponding to the first gear low-speed escape driving mode, controls the motor 6 in the power system to enter the driving mode, performs neutral speed regulation, and creates speed conditions for the engagement of the first clutch 312. During the idle speed regulation process of the motor 6, if the second clutch 313 is in the engaged state, the second clutch 313 is first controlled to disengage. When the onboard controller detects that the first clutch 312 in the current shift mechanism 3 has reached the allowable engagement speed difference, the first clutch 312 is then controlled to engage, causing the first clutch 312 to drive the first gear 32 and the gear sleeve 311 to rotate synchronously, causing the shift mechanism 3 to output speed and torque to the second transmission shaft 2 through the first clutch 312, the first gear 32, and the speed ratio amplification mechanism 4. At this time, the power system is driven according to the first gear reduction ratio, allowing the second transmission shaft 2 in the power system to obtain maximum drive torque. Furthermore, when the power system is used in a rear-wheel drive vehicle, the power lost by the rear-wheel drive in the idle speed regulation area can be compensated by the front-wheel drive to avoid gear shifting jerks and power interruptions in the entire vehicle. Afterwards, the vehicle controller controls the differential lock 8 in the power system to be locked, so that the second half-shaft gear 74 of the differential mechanism 7 and the main reduction driven gear 5 are locked, thereby indirectly locking the second half-shaft gear 74 of the differential mechanism 7 and the differential case 71, so that the left and right wheels of the vehicle lose the differential function through the fixed locking of the differential lock 8. The power system can transmit power to the side of the non-slip wheel, so that the wheel can be out of the trapped state.

[0097] In one embodiment, the measured vehicle data includes a desired driving mode, a current driving mode, a current gear, and a current vehicle speed;

[0098] The target driving mode includes a first gear low-speed escape driving mode, and the mode switching conditions corresponding to the first gear low-speed escape driving mode include: the required driving mode is the first gear low-speed escape driving mode, the current driving mode is not the first gear low-speed off-road driving mode, the current gear is not park or neutral, and the current vehicle speed is greater than a first vehicle speed threshold and less than a second vehicle speed threshold;

[0099] Control the target execution components to enable the power system to enter the target driving mode, including:

[0100] like Figure 6 As shown, the motor 6 in the power system is controlled to be in a driving state, the first clutch 312 is engaged, the second clutch 313 is disengaged, and the differential lock 8 is unlocked, so that the power system enters a first gear low-speed off-road driving mode, and the re-monitored current vehicle speed is obtained;

[0101] When the re-monitored current vehicle speed is not greater than the first vehicle speed threshold, the differential lock 8 is controlled to switch from the unlocked state to the locked state, so that the power system enters the first gear low-speed escape driving mode.

[0102] As another example, when the on-board controller detects that the required driving mode is the first gear low-speed escape driving mode, the current gear is not the parking gear or the neutral gear, but the current vehicle speed is greater than the first vehicle speed threshold and less than the second vehicle speed threshold, the on-board controller determines that the vehicle currently cannot meet the switching conditions corresponding to the first gear low-speed escape driving mode, and needs to control the motor 6, the shift mechanism 3 and the differential lock 8 in the power system to switch the required driving mode to the first gear low-speed off-road driving mode first, and then continue to detect the current vehicle speed. When the current vehicle speed drops to no more than the first vehicle speed threshold, it is determined that the vehicle currently meets the switching conditions corresponding to the first gear low-speed escape driving mode, and the differential lock 8 is controlled to be turned to a locked state to enter the first gear low-speed escape driving mode.

[0103] In one embodiment, the measured vehicle data includes a desired driving mode and a current gear;

[0104] The target driving mode includes a second-gear high-efficiency driving mode, and a mode switching condition corresponding to the second-gear high-efficiency driving mode includes that the required driving mode is the second-gear high-efficiency driving mode and the current gear is not park or neutral; or, the mode switching condition corresponding to the second-gear high-efficiency driving mode includes that the required driving mode is not acquired within a first preset time after the vehicle is powered on and the current gear is not park or neutral;

[0105] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0106] like Figure 6 As shown, the motor 6 in the power system is controlled to be in a driving state, the first clutch 312 is disengaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked, so that the power system enters the second gear high-efficiency driving mode.

[0107] As an example, when the driver directly selects the second-gear high-efficiency driving mode or cancels the current driving mode, the on-board controller can detect that the desired driving mode is the second-gear high-efficiency driving mode. When the on-board controller determines that the desired driving mode is the second-gear high-efficiency driving mode, or if no desired driving mode is received from the driver's interaction with the on-board controller within a first preset time after the vehicle is powered on, the target driving mode is determined to be the second-gear high-efficiency driving mode. Thereafter, the on-board controller continues to detect driving status information. If the current gear is not park or neutral, such as D gear, then the vehicle meets the mode switching conditions corresponding to the second-gear high-efficiency driving mode. The on-board controller controls the differential lock 8 in the powertrain to be unlocked, so that the vehicle maintains the normal differential mode between the left and right wheels. The on-board controller controls the motor 6 to enter the drive mode and perform neutral speed regulation to create the speed conditions for the engagement of the second clutch 313. Specifically, when the vehicle needs to switch from a first-gear low-speed off-road driving mode or a first-gear low-speed escape driving mode to a second-gear high-efficiency driving mode, motor 6 is first adjusted to reduce the power system output torque to zero torque. Simultaneously, the front drive is coordinated to supplement the rear drive system torque, ensuring that the output torque at the wheel end of the driven member 11 remains unchanged or changes smoothly. When the first clutch 312 is loaded with zero torque, motor 6 switches to a speed loop state, creating conditions for the first clutch 312 to disengage. At this point, the power system is in a neutral state, and motor 6 continues to perform neutral speed regulation until the second clutch 313 reaches the allowable engagement speed difference. This control then controls the engagement of the second clutch 313, allowing motor 6 to subsequently adjust its output torque in response to the throttle opening.

[0108] In one embodiment, the measured vehicle data includes the current driving mode and brake pedal state;

[0109] The target driving mode includes a second-gear high-efficiency energy recovery mode. The mode switching conditions corresponding to the second-gear high-efficiency energy recovery mode include the current driving mode being the second-gear high-efficiency driving mode and the brake pedal being in a depressed state.

[0110] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0111] like Figure 6 As shown, the motor 6 is controlled to switch from the driving state to the power generation state, so that the power system enters the second gear high-efficiency energy recovery mode.

[0112] As an example, when the vehicle is operating in the second-gear high-efficiency driving mode and the onboard controller detects that the brake pedal is depressed, the onboard controller controls the motor 6 in the power system to switch from the driving mode to the generating mode, automatically switching the second-gear high-efficiency driving mode to the second-gear high-efficiency energy recovery mode, providing sufficient braking torque for the vehicle and recovering braking energy. In other words, the second-gear high-efficiency energy recovery mode refers to an operating mode in which the motor 6 in the power system is in the generating mode, the first clutch 312 is disengaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked.

[0113] In one embodiment, the measured vehicle data includes a desired driving mode and a current gear;

[0114] The target driving mode includes a hill assist parking mode, and a mode switching condition corresponding to the hill assist parking mode includes that the required driving mode is the hill assist parking mode, or the current gear is the parking gear;

[0115] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0116] like Figure 6 As shown, the motor 6 in the power system is controlled to be in a neutral disconnected state, the first clutch 312 is engaged, the second clutch 313 is engaged, and the differential lock 8 is unlocked, so that the power system enters the hill assist parking mode.

[0117] For example, when the onboard controller detects that the current gear is park, or that the desired driving mode is hill-hold assist parking mode, it unlocks differential lock 8 in the powertrain, maintaining the normal left and right wheel differential mode. Motor 6 in the powertrain is disconnected in neutral. It then engages first clutch 312 and second clutch 313, locking planetary gear 421 and differential case 71, achieving parking. Furthermore, hill-hold assist parking mode can be linked to the vehicle's EPB to ensure reliable parking.

[0118] In one embodiment, the measured vehicle data includes a desired driving mode and a current gear;

[0119] The target driving mode includes a neutral disconnect mode, and a mode switching condition corresponding to the neutral disconnect mode includes when the required driving mode is the neutral disconnect mode, or when the current gear is neutral;

[0120] In step S502, controlling the target execution component to operate so that the power system enters the target driving mode includes:

[0121] like Figure 6As shown, the motor 6 in the power system is controlled to be in a neutral disconnect state, the first clutch 312 is disengaged, the second clutch 313 is disengaged, and the differential lock 8 is unlocked, so that the power system enters a neutral disconnect mode.

[0122] As an example, when the on-board controller detects that the current gear is neutral, or detects that the required driving mode is neutral disconnect mode, the differential lock 8 in the power system is controlled to be in an unlocked state, so that the vehicle maintains the normal differential mode of the left and right wheels, and the motor 6 in the power system is in a neutral disconnect state. Then, the first clutch 312 and the second clutch 313 are controlled to be disengaged, cutting off the torque and speed transmission between the second drive shaft 2 and the first drive shaft 1, thereby decoupling the power system from the wheel to be driven 11, reducing the drag loss of the motor 6, and thus improving the endurance of the entire vehicle.

[0123] The present invention also provides an on-vehicle controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the control method of the power system in any of the above embodiments is implemented. Figure 5 S501-S502 are shown.

[0124] An embodiment of the present invention further provides a vehicle, comprising the power system in the above embodiment and the on-board controller in the above embodiment.

[0125] As an example, by arranging the shift mechanism 3 on the first transmission shaft 1, the shift mechanism 3 can be prevented from rotating directly at high speeds under the drive of the motor 6, thereby preventing the risk of ablation failure of the shift mechanism 3 due to excessive centrifugal force, and being able to adapt to the high-speed operation of the motor 6. At the same time, the shift mechanism 3 and the speed ratio amplification mechanism 4 are separately arranged on the first transmission shaft 1 and the second transmission shaft 2, so that the shift mechanism 3 is located on the intermediate shaft, which can reduce the center distance requirements of the reduction transmission, reduce the envelope and requirements of the entire power system, and reduce costs. By using an on-board controller to obtain measured vehicle data in real time and control the power system based on the measured vehicle data to actively or passively switch to the corresponding target driving mode, it can flexibly adapt to a variety of different driving conditions and improve the vehicle's driving efficiency. In this example, the first gear low-speed off-road driving mode, the first gear low-speed energy recovery mode and the first gear low-speed escape driving mode can meet the off-road and escape needs, the second gear high-efficiency driving mode and the second gear high-efficiency energy recovery mode can meet the daily high-efficiency and economical driving needs, the hill-start assist parking mode can provide parking assistance to ensure the reliability of the parking function, and the idle disconnect mode can leave redundant shift timing positions for mode switching. At the same time, the motor 6 can be disconnected when the power system is not needed to reduce the high loss of the motor 6 at high speed, thereby improving the vehicle's endurance.

[0126] Those skilled in the art will appreciate that all or part of the processes in the above-described method embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the above-described method embodiments. Any reference to memory, storage, database, or other media used in the various embodiments provided herein may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct RAMbus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM).

[0127] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0128] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention 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 make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A power system, characterized in that: It includes a first transmission shaft, a second transmission shaft, a gear shift mechanism, a speed ratio amplification mechanism, a main reduction driven gear and a motor; The shift mechanism is arranged on the first transmission shaft, and the first transmission shaft is connected to the motor; The speed ratio amplifying mechanism and the main reducer driven gear are arranged on the second transmission shaft. The speed ratio amplifying mechanism is engaged with the first end of the shifting mechanism, and the second end of the shifting mechanism is engaged with the main reducer driven gear.

2. The power system according to claim 1, characterized in that: The shift mechanism includes a clutch assembly, a first gear, and a second gear disposed on the first transmission shaft; The first end of the clutch assembly is connected to the first gear, and the second end of the clutch assembly is connected to the second gear; The first gear is engaged with the speed ratio amplifying mechanism, and the second gear is engaged with the main reduction driven gear.

3. The power system according to claim 2, characterized in that: The clutch assembly includes a gear sleeve, a first clutch, and a second clutch provided on the first transmission shaft; one end of the first clutch is selectively engaged with the gear sleeve, and the other end of the first clutch is connected to the first gear; one end of the second clutch is selectively engaged with the gear sleeve, and the other end of the second clutch is connected to the second gear; Alternatively, the clutch assembly includes a double clutch, one end of the double clutch is connected to the first gear, and the other end of the double clutch is connected to the second gear; Alternatively, the clutch assembly includes a synchronizer, one end of the synchronizer is connected to the first gear, and the other end of the synchronizer is connected to the second gear.

4. The power system according to claim 1, characterized in that: The second transmission shaft includes a first transmission half shaft and a second transmission half shaft; The power system further includes a differential mechanism disposed on the second transmission shaft, the differential mechanism including a differential housing, planetary gears disposed in the differential housing, a first side shaft gear, a second side shaft gear, and a planetary gear pin; The planetary gear pins are provided on the differential housing; The two planetary gears are sleeved on the planetary gear pins; The first side gear is engaged with the first sides of the two planetary gears, and the first side gear is used to connect to a driven member through the first transmission half shaft; The second side gear is engaged with the second sides of the two planetary gears, and the second side gear is used to connect to another driven member through the second transmission side shaft.

5. The power system according to claim 4, characterized in that: The speed ratio amplifying mechanism is sleeved on the first transmission half shaft and connected to the first end of the differential housing. The main reduction driven gear is sleeved on the second transmission half shaft and connected to the second end of the differential housing.

6. The power system according to claim 5, characterized in that: The power system also includes a differential lock; One end of the differential lock is connected to the second transmission half shaft, and the other end of the differential lock is connected to the main reducer driven gear, for controlling the second transmission half shaft to engage or disengage with the main reducer driven gear.

7. The power system according to claim 5, characterized in that: The speed ratio amplification mechanism includes a third gear and a planetary gear structure, and the outer ring gear of the third gear is engaged with the shift mechanism; The planetary gear structure includes a planetary carrier, planetary gears and a sun gear; the planetary carrier is connected to the differential housing; the planetary gears are arranged on the planetary carrier, and the planetary gears are engaged with the inner ring gear of the third gear and the sun gear; one end of the sun gear is connected to the housing of the power system.

8. The power system according to claim 5, characterized in that: The speed ratio amplification mechanism includes a third gear and a planetary gear structure, and the outer ring gear of the third gear is engaged with the shift mechanism; The planetary gear structure includes a planetary carrier, planetary gears, a sun gear and a planetary gear ring. Any one of the planetary carrier and the planetary gear ring is connected to the differential housing, and the other is connected to the housing of the power system; the planetary gear is arranged on the planetary carrier, and the planetary gear is meshed with the planetary gear ring and the sun gear; the sun gear is connected to the third gear.

9. The power system according to claim 1, characterized in that: The power system further includes a fourth gear and a fifth gear; The fourth gear is arranged on the output shaft of the motor, the fifth gear is arranged on the first transmission shaft, and the fourth gear is meshed with the fifth gear.

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

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