Power system and vehicle

Abstract

The utility model provides a power system and a vehicle, the power system of the utility model relates to the technical field of vehicle parts, the power system includes engine, first motor, second motor and power transmission mechanism, the power output end of engine and the power output end of first motor is equipped with first control device, second motor is equipped with second control device. A second control device is arranged between the power output end of the first motor and the power output end of the second motor, or the second control device is arranged between the power output end of the first motor and the power input end of the power transmission mechanism, and the power output end of the second motor is connected with the power input end of the power transmission mechanism. According to the power system, a pure engine mode, a single-motor pure electric mode, a double-motor pure electric mode, a range extending mode, parallel hybrid power, energy recovery and selection of different driving modes can be achieved, efficient working intervals of the engine and the motors can be fully utilized, and the economical efficiency of the whole vehicle can be improved on the premise that the power performance of the single motor of the whole vehicle is not reduced.

Description

Technical Field

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

[0002] A powertrain generally refers to the entire system that generates power and transmits it to working parts. For example, a car's powertrain includes components such as the engine and transmission. The engine generates power, while the transmission regulates the amount and direction of that power.

[0003] With the global requirements for energy conservation and emission reduction and the development of new energy technologies, automotive hybrid power has emerged. In addition to the engine, the power source is increased by an electric motor. To meet market demand, the industry usually adopts a hybrid architecture that adds a single motor to the traditional transmission.

[0004] However, with the rapid development of vehicle powertrains, people are increasingly concerned about vehicle operating costs and fuel efficiency. However, the architecture of an engine, a single motor, and a traditional transmission, with its numerous gears but relatively limited operating modes and poor energy efficiency of the single motor, cannot meet these demands for vehicle operating costs and fuel efficiency. Utility Model Content

[0005] In view of this, the present invention aims to provide a power system that can realize more driving modes, and each driving mode has more gear modes.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0007] A power system includes an engine, a first motor, a second motor, and a power transmission mechanism;

[0008] A first control device is provided between the power output end of the engine and the power output end of the first motor, and the first control device is used to control the power on and off between the power output end of the engine and the power output end of the first motor;

[0009] A second control device is provided between the power output end of the first motor and the power output end of the second motor, and the second control device is used to control the power on and off between the power output end of the first motor and the power output end of the second motor; or a second control device is provided between the power output end of the first motor and the power input end of the power transmission mechanism, and the second control device is used to control the power on and off between the power output end of the first motor and the power input end of the power transmission mechanism;

[0010] The power output end of the second motor is connected to the power input end of the power transmission mechanism.

[0011] Furthermore, the power transmission mechanism includes an intermediate shaft, a first planetary gear system, a second planetary gear system and an output shaft;

[0012] The intermediate shaft constitutes the power input end of the power transmission mechanism;

[0013] The sun gear of the first planetary gear train and the sun gear of the second planetary gear train are connected together;

[0014] A third control device is provided between the intermediate shaft and the sun gear of the first planetary gear train, and is used to control power on and off between the intermediate shaft and the sun gear of the first planetary gear train; or a third control device is provided between the intermediate shaft and the sun gear of the second planetary gear train, and is used to control power on and off between the intermediate shaft and the sun gear of the second planetary gear train;

[0015] The planet carrier of the first planetary gear train is drivingly connected to the output shaft;

[0016] The planet carrier of the second planetary gear train is drivingly connected to the intermediate shaft;

[0017] A fourth control device is provided between the planetary carrier of the first planetary gear train and the ring gear of the second planetary gear train, and the fourth control device is used to control the power on and off between the planetary carrier of the first planetary gear train and the ring gear of the second planetary gear train; or a fourth control device is provided between the ring gear of the second planetary gear train and the output shaft, and the fourth control device is used to control the power on and off between the ring gear of the second planetary gear train and the output shaft.

[0018] Furthermore, the sun gear of the first planetary gear train and the sun gear of the second planetary gear train are both loosely mounted on the intermediate shaft; the power system also includes a first brake, which is used to brake the ring gear of the first planetary gear train.

[0019] Furthermore, the power system further includes a second brake, which is used to brake the sun gear of the first planetary gear train, or the second brake is used to brake the sun gear of the second planetary gear train.

[0020] Furthermore, the power transmission mechanism also includes a third planetary gear train, and a fifth control device is provided between the planetary carrier and the intermediate shaft of the third planetary gear train, and the fifth control device is used to control the power on and off between the planetary carrier and the intermediate shaft of the third planetary gear train; the ring gear of the third planetary gear train is connected to the sun gear of the first planetary gear train.

[0021] Furthermore, the sun gear of the first planetary gear train is connected to a shaft, the sun gear of the third planetary gear train is loosely mounted on the shaft, and is provided on the housing of the power transmission mechanism; and / or,

[0022] The power system further includes a third brake configured to brake the planet carrier of the third planetary gear train.

[0023] Furthermore, the first control device, the second control device, the third control device, the fourth control device and the fifth control device all include a clutch.

[0024] Furthermore, the power output end of the second motor is transmission-connected to the intermediate shaft via a torque-increasing transmission unit; the torque-increasing transmission unit includes a fourth planetary gear train, the sun gear of the fourth planetary gear train is disposed on the housing of the power transmission mechanism, the planet carrier of the fourth planetary gear train is connected to the intermediate shaft, and the power output end of the second motor is transmission-connected to the ring gear of the fourth planetary gear train;

[0025] The sun gear of the fourth planetary gear train is idler on the intermediate shaft.

[0026] Furthermore, a sixth control device is provided between the power output end of the second motor and the intermediate shaft, and the sixth control device is used to control the power on and off between the power output end of the second motor and the intermediate shaft.

[0027] The power system of the present invention controls the power output of the engine, the first motor and the second motor to be connected or disconnected as needed through the first control device and the second control device, thereby realizing pure engine mode, single-motor pure electric mode, dual-motor pure electric mode, extended-range mode, parallel hybrid, energy recovery and other modes. By selecting different driving modes, the efficient working range of the engine and the motor can be fully utilized. Without reducing the power of the single motor of the whole vehicle, the economy of the whole vehicle can be improved. There are a large number of gears in each driving mode, which can increase the user's selection range and facilitate user selection.

[0028] Furthermore, the power transmission mechanism comprises a first planetary gear train and a second planetary gear train, with the output component of one connected to the input component of the other. This connection allows the two planetary gear trains to achieve a variety of different gear ratio combinations. For example, a larger gear ratio is used for high-torque conditions such as starting or climbing, while a smaller gear ratio is used for high-speed driving.

[0029] In addition, the sun gear of the first planetary gear train and the sun gear of the second planetary gear train are both loosely mounted on the intermediate shaft, making the overall structure compact and helping to reduce the space occupied by the power system. The first brake is provided to increase the number of gears, and the gears can be switched by braking or releasing the ring gear of the first planetary gear train through the first brake. The second brake is provided to further increase the number of gears, and the gears can be switched by braking or releasing the sun gear of the first planetary gear train / the sun gear of the second planetary gear train through the second brake.

[0030] The sun gear of the third planetary gear system is mounted loosely on the shaft, making the overall structure compact and reducing the space occupied by the power system. The third brake also increases the number of gear positions, allowing the third brake to brake or release the planetary carrier of the third planetary gear system to switch gears. The first, second, third, fourth, and fifth control devices all include clutches, which can be made of existing standard components, resulting in low cost and convenient slip friction.

[0031] Furthermore, the torque-increasing transmission unit enables efficient power transmission and increased torque. The use of a planetary gear system for the torque-increasing transmission unit offers advantages such as compact structure, high load capacity, high transmission ratio, smooth motion, and high transmission efficiency. The sun gear of the fourth planetary gear system is mounted loosely on the intermediate shaft, further enhancing the overall compactness of the structure and reducing the power system's footprint. When the sixth control device is disengaged, the engine and first motor are operating without back-drag of the second motor, thus conserving energy.

[0032] Another object of the present invention is to provide a vehicle, in which the power system as described above is provided.

[0033] The vehicle described in the present invention, by applying the aforementioned power system, can realize parallel hybrid drive mode, single-motor pure electric drive mode, dual-motor pure electric drive mode, extended-range mode, pure engine mode, etc., and each drive mode can achieve a large number of gears, which is convenient for users to choose and helps to increase the customer's range of choices. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0035] Figure 1 This is a schematic structural diagram of the power system according to the first embodiment of the present invention;

[0036] Figure 2 This is another structural schematic diagram of the power system according to the first embodiment of the present utility model;

[0037] Figure 3 This is a schematic structural diagram of the power system according to the second embodiment of the present utility model;

[0038] Figure 4 This is another structural diagram of the power system described in Example 2 of the present utility model.

[0039] Description of reference numerals:

[0040] 1. Engine; 2. First motor; 3. Second motor; 4. First planetary gear train; 5. Second planetary gear train; 6. Third planetary gear train; 7. Fourth planetary gear train; 8. First control unit; 9. Second control unit; 10. Third control unit; 11. Fourth control unit; 12. Fifth control unit; 13. Input shaft; 14. Intermediate shaft; 15. Output shaft; 16. First brake; 17. Second brake; 18. Third brake

[0041] 401, first sun gear; 402, first ring gear; 403, first planet carrier; 404, first planet gear;

[0042] 501, second sun gear; 502, second ring gear; 503, second planet carrier; 504, second planet gear;

[0043] 601, third sun gear; 602, third ring gear; 603, third planet carrier; 604, third planet gear; 701, fourth sun gear; 702, fourth ring gear; 703, fourth planet carrier; 704, fourth planet gear. DETAILED DESCRIPTION

[0044] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein can be combined with each other.

[0045] In the description of this utility model, it should be noted that the orientations or positional relationships shown in the accompanying drawings are merely for the purpose of facilitating the description of this utility model and simplifying the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0046] Additionally, in the description of this utility model, unless otherwise explicitly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on specific circumstances.

[0047] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0048] Example 1

[0049] This embodiment relates to a power system with a simple structure, which can realize multiple driving modes, and each driving mode has a large number of gear modes. It can fully utilize the efficient working range of the engine 1 and the motor, and improve the economy of the vehicle without reducing the power of the single motor of the vehicle.

[0050] Based on the above design concept, an exemplary structure of the power system of this embodiment is as follows: Figure 1 As shown in the figure, the overall structure of the power system of this embodiment mainly includes an engine 1, a first motor 2, a second motor 3 and a power transmission mechanism.

[0051] Specifically, a first control device 8 is provided between the power output end of the engine 1 and the power output end of the first motor 2 , and the first control device 8 is used to control the power on and off between the power output end of the engine 1 and the power output end of the first motor 2 .

[0052] For example, the power output end of the engine 1 is the engine shaft, the power output end of the first motor 2 is the first motor rotor, and the first control device 8 can be specifically a clutch provided between the engine shaft and the first motor rotor.

[0053] By providing a clutch, when the clutch is engaged, the engine 1 can drive the first motor 2 to generate electricity. The first motor 2 can also be used as the starter motor of the engine 1, eliminating the need for the starter motor of the engine 1. The first motor 2 can also be deactivated, and the power of the engine 1 and the first motor 2 can be output together. When the clutch is disengaged, the engine 1 does not operate, and the first motor 2 can output power alone.

[0054] It should be noted that, in addition to this, an input shaft 13 may also be provided, and the input shaft 13 may be detachably connected to the engine shaft or connected as an integral structure. In this case, the clutch may be provided between the input shaft 13 and the first motor rotor. For ease of arrangement, the first motor rotor may also be loosely sleeved on the input shaft 13.

[0055] A second control device 9 is provided between the power output end of the first motor 2 and the power output end of the second motor 3 . The second control device 9 is used to control the power on and off between the power output end of the first motor 2 and the power output end of the second motor 3 .

[0056] In this embodiment, the power output of the second motor 3 is represented by the second motor rotor. For ease of arrangement, the second motor rotor can be loosely mounted on the aforementioned input shaft 13, and the second control device 9 can be a clutch disposed between the first and second motor rotors. When the clutch is engaged, the first motor 2 can output power together with the second motor 3. Alternatively, the first motor 2 can output power while the second motor 3 is inoperative. When the clutch is disengaged, the power of the first motor 2 cannot be transmitted to the second motor 3, and the second motor 3 can output power alone.

[0057] It should be noted that, in this embodiment, the first motor 2 is preferably an existing GM motor (generator), and the second motor 3 is preferably an existing TM motor (motor). It should be understood that, in addition to this, the first motor 2 and the second motor 3 can also be other existing motors that can achieve the functions of this embodiment.

[0058] The power output end of the second motor 3 is connected to the power input end of the power transmission mechanism, so that the power output by the second motor 3 can be transmitted to the power input end of the power transmission mechanism and then transmitted to the drive axle of the vehicle through the power transmission mechanism.

[0059] It should be noted that since the power output end of the second motor 3 is connected to the power input end of the power transmission mechanism, in this embodiment, in addition to setting the second control device 9 between the power output end of the first motor 2 and the power output end of the second motor 3, the second control device 9 can also be set between the power output end of the first motor 2 and the power input end of the power transmission mechanism.

[0060] For example Figure 2 In the structure shown in , at this time, the second control device 9 is a clutch provided between the first motor rotor and the intermediate shaft 14 described below, and the second control device 9 is used to control the power on and off between the power output end of the first motor 2 and the power input end of the power transmission mechanism.

[0061] It should be noted that, in this embodiment, for example Figure 1 In the structure, when the second control device 9 is provided between the power output end of the first motor 2 and the power output end of the second motor 3, the first motor 2 and the second motor 3 are equivalent to being connected in series.

[0062] For example, Figure 2In the embodiment, when the second control device 9 is provided between the power output end of the first motor 2 and the power input end of the power transmission mechanism, the first motor 2 and the second motor 3 are equivalent to being connected in parallel. When the first motor 2 and the second motor 3 are connected in parallel, the first motor 2 and the second motor 3 can work simultaneously, or the first motor 2 and the second motor 3 can work independently. Compared with the structure in which the first motor 2 and the second motor 3 are connected in series, Figure 2 In the driving mode where the first motor 2 is driven alone, the power system does not need to reversely drag the second motor 3, which is beneficial to energy saving.

[0063] In order to improve the power performance of the power system, as a preferred implementation, the power transmission mechanism in this embodiment mainly includes an intermediate shaft 14 , a first planetary gear system 4 , a second planetary gear system 5 and an output shaft 15 .

[0064] The first planetary gear system 4 and the second planetary gear system 5 are both existing planetary gear systems. A planetary gear system is usually composed of components such as a sun gear, planetary gears, a ring gear and a planet carrier. The connection relationship between the various components can refer to the structure in the existing technology.

[0065] For ease of description, in this embodiment, the sun gear of the first planetary gear train 4 is referred to as the first sun gear 401, the planet gears of the first planetary gear train 4 are referred to as the first planet gears 404, the ring gear of the first planetary gear train 4 is referred to as the first ring gear 402, and the planet carrier of the first planetary gear train 4 is referred to as the first planet carrier 403. The sun gear of the second planetary gear train 5 is referred to as the second sun gear 501, the planet gears of the second planetary gear train 5 are referred to as the second planet gears 504, the ring gear of the second planetary gear train 5 is referred to as the second ring gear 502, and the planet carrier of the second planetary gear train 5 is referred to as the second planet carrier 503.

[0066] In this embodiment, the aforementioned intermediate shaft 14 constitutes the power input end of the power transmission mechanism, and the first sun gear 401 and the second sun gear 501 are connected together so that the first sun gear 401 and the second sun gear 501 have the same movement. When the first sun gear 401 rotates, the power transmitted to the first sun gear 401 can be transmitted to the second sun gear 501.

[0067] The first planet carrier 403 is in transmission connection with the output shaft 15 so that the power transmitted to the first planet carrier 403 can be transmitted to the output shaft 15. The second planet carrier 503 is in transmission connection with the intermediate shaft 14 so that the power transmitted to the intermediate shaft 14 can be transmitted to the second planet carrier 503.

[0068] A third control device 10 is provided between the intermediate shaft 14 and the first sun gear 401. This device is used to control the power flow between the intermediate shaft 14 and the first sun gear 401. Specifically, a hollow shaft can be provided at the center of the first sun gear 401, and the third control device 10 can be a clutch between the intermediate shaft 14 and the hollow shaft.

[0069] When the clutch is engaged, power transmitted to the intermediate shaft 14 can be transmitted to the first sun gear 401. When the clutch is disengaged, power transmitted to the intermediate shaft 14 cannot be transmitted to the first sun gear 401. It should be noted that the third control device 10 can be provided not only between the intermediate shaft 14 and the first sun gear 401, but also between the intermediate shaft 14 and the second sun gear 501. The third control device 10 is used to control the power flow between the intermediate shaft 14 and the second sun gear 501, and can also achieve the same function as the third control device 10 between the intermediate shaft 14 and the first sun gear 401.

[0070] Preferably, a fourth control device 11 is provided between the first planetary carrier 403 and the second ring gear 502. The fourth control device 11 is used to control the power supply between the first planetary carrier 403 and the second ring gear 502. Specifically, the fourth control device 11 is a clutch provided between the first planetary carrier 403 and the second ring gear 502. The specific configuration of the fourth control device 11 can be referred to in the prior art. When the clutch is engaged, the power from the first planetary carrier 403 and the second ring gear 502 are combined and transmitted to the output shaft 15. When the clutch is disengaged, only the power from the first planetary carrier 403 is transmitted to the output shaft 15.

[0071] It should be noted that, in actual structure, the fourth control device 11 can be set not only between the first planetary carrier 403 and the second ring gear 502, but also between the second ring gear 502 and the output shaft 15. At this time, the fourth control device 11 is used to control the power on and off between the second ring gear 502 and the output shaft 15, which has the same function as the fourth control device 11 between the first planetary carrier 403 and the second ring gear 502.

[0072] In addition, in this embodiment, the power transmission mechanism includes a first planetary gear system 4 and a second planetary gear system 5, and the output component of one of the two is connected to the input component of the other. Through this connection method, the two planetary gear systems can achieve a variety of different transmission ratio combinations.

[0073] For example, a larger transmission ratio is used for operating conditions requiring greater torque, such as starting or climbing, while a smaller transmission ratio is used for operating conditions such as high-speed driving. It should be understood that the power transmission mechanism, in addition to including the first planetary gear system 4 and the second planetary gear system 5, may also adopt other existing structures capable of transmitting power, such as an existing transmission.

[0074] To facilitate the arrangement of the power system on the vehicle, as a preferred embodiment, the first sun gear 401 and the second sun gear 501 are both hollowly mounted on the intermediate shaft 14, making the overall structure compact and helping to reduce the space occupied by the power system.

[0075] To increase the number of gears and facilitate gear shifting, the power system of this embodiment preferably includes a first brake 16 for braking the first ring gear 402. The first brake 16 has a simple overall structure and is relatively easy to use. The first brake 16 can be made of existing standard components, which is relatively low in cost. It also increases the number of gears, allowing gear shifting by braking or releasing the first ring gear 402.

[0076] To further increase the number of gears and facilitate gear shifting, the power system of this embodiment preferably includes a second brake 17 for braking the first sun gear 401. The second brake 17 has a simple overall structure and is relatively easy to use. The second brake 17 can be made of existing standard components, which is relatively low in cost. It also increases the number of gears, allowing the first sun gear 401 to be braked or released by the second brake 17 to switch gears.

[0077] It should be noted that since the first sun gear 401 and the second sun gear 501 are connected together, in terms of specific structure, the second brake 17 can be used not only to brake the first sun gear 401, but also to brake the second sun gear 501. This structure has the same function as the second brake 17 braking the first sun gear 401.

[0078] In this embodiment, the first control device 8, the second control device 9, the third control device 10, and the fourth control device 11 preferably include clutches. Existing standard components can be used, which are low-cost and convenient for achieving a slip effect. It should be understood that in addition to clutches, these control devices can also be other existing structures capable of power disconnection, for connecting and disconnecting power between connected components.

[0079] The powertrain provided in this embodiment utilizes a dual-motor hybrid architecture with two motors arranged in parallel. This system supports various modes, including engine-only mode, single-motor electric mode, dual-motor electric mode, extended-range mode, parallel hybrid, and energy recovery. The powertrain can operate in four gears. By selecting different modes, the efficient operating ranges of engine 1 and the motors can be fully utilized, improving vehicle economy without compromising the power of the single motor. Table 1 lists the drive and gear options available for this powertrain.

[0080] Table 1: Figure 1 and Figure 2 The drive modes and gear modes that can be achieved by the power system shown

[0081]

[0082]

[0083] In this table, ICE represents the engine 1, GM represents the first motor 2, TM represents the second motor 3, K0 represents the first control device 8, K1 represents the second control device 9, C1 represents the third control device 10, C2 represents the fourth control device 11, B1 represents the second brake 17, B2 represents the first brake 16, and "√" represents that the corresponding components are in working condition.

[0084] The power transmission paths of the four gears in each driving mode of this power system are as follows.

[0085] In first gear, the third control device 10 and the first brake 16 are engaged (the first ring gear 402 is braked), and power is transmitted to the intermediate shaft 14 , the third control device 10 , the first sun gear 401 , the first planetary carrier 403 , and the output shaft 15 .

[0086] In second gear, the fourth control device 11 and the first brake 16 are engaged, braking the first ring gear 402 and connecting the first planetary carrier 403 to the first ring gear 402. Power is transmitted to the intermediate shaft 14, the second planetary carrier 503, the second ring gear 502, the fourth control device 11, and the output shaft 15. In addition, part of the power transmitted to the second planetary carrier 503 is also transmitted to the output shaft 15 through the second sun gear 501, the first sun gear 401, and the first planetary carrier 403. The two parts of power are coupled and output.

[0087] In the third gear, the third control device 10 and the fourth control device 11 are engaged, and the speed ratio of the second planetary gear train 5 is 1. Power is transmitted to the second sun gear 501 , the second ring gear 502 , the fourth control device 11 , and the output shaft 15 .

[0088] In 4th gear, the fourth control device 11 and the second brake 17 are engaged to brake the second sun gear 501 , and power is transmitted to the intermediate shaft 14 , the second planetary carrier 503 , the second ring gear 502 , the fourth control device 11 , and the output shaft 15 .

[0089] The various driving modes of this powertrain are as follows.

[0090] 1. Pure engine mode: In this mode, only engine 1 is working as the power source, and 4 gears can be matched.

[0091] 2. Single-motor pure electric mode. In this mode, the power source can be selected from the second motor 3 or the first motor 2 (the second control device 9 needs to be engaged when the first motor 2 is driven alone), and 4 gears can be matched.

[0092] 3. Dual-motor pure electric mode: In this mode, the power sources are the second motor 3 and the first motor 2. The second control device 9 is engaged, and the two motors are driven in parallel at the same time, which can match 4 gears.

[0093] 4. Extended range mode. In this mode, the first control device 8 is engaged, the engine 1 is connected to the first motor 2 to generate electricity, the second control device 9 is disconnected, and the second motor 3 is driven by the energy generated by the first motor 2 to achieve series range extension and can match 4 gears.

[0094] 5. Parallel Hybrid: In this mode, both the first and second control devices 8 and 9 are engaged, and the power source can be selected from any of the following: ① Engine 1, first motor 2, and second motor 3; ② Engine 1 and second motor 3; ③ Engine 1 and first motor 2. Table 1 above shows engine 1, first motor 2, and second motor 3, with four gears available.

[0095] In addition, this architecture enables reverse gearing by reversing the motor. Reverse gearing is available in single-motor electric mode, dual-motor electric mode, and extended-range mode. This architecture also enables energy recovery. Vehicle energy is transferred through the power transmission mechanism to the second motor 3, which then controls the second motor 3 to generate electricity.

[0096] In order to improve the performance of the power system, as a preferred embodiment, Figure 2 As shown in FIG, the power output end of the second motor 3 is connected to the intermediate shaft 14 through a torque-increasing transmission unit. The torque-increasing transmission unit is provided here to achieve effective power transmission and torque increase, and to achieve low-speed high torque and improve the vehicle's power. In addition, as Figure 1 As shown in FIG, it is also possible that the output end is directly connected to the intermediate shaft 14.

[0097] As a preferred embodiment, the torque-increasing transmission unit includes a fourth planetary gear train 7. For the convenience of description, in this embodiment, the sun gear of the fourth planetary gear train 7 is referred to as the fourth sun gear 701, the planetary gears of the fourth planetary gear train 7 are the fourth planetary gears 704, the ring gear of the fourth planetary gear train 7 is the fourth ring gear 702, and the planet carrier of the fourth planetary gear train 7 is the fourth planet carrier 703.

[0098] Specifically, the fourth sun gear 701 is mounted on the housing of the power transmission mechanism, the fourth planetary carrier 703 is connected to the intermediate shaft 14, and the power output of the second motor 3 is drivingly connected to the fourth ring gear 702. This allows the power of the second motor 3 to be transmitted to the intermediate shaft 14 via the fourth ring gear 702, the fourth planetary gears 704, and the fourth planetary carrier 703. The power of the second motor 3 is input to the fourth ring gear 702 and output to the intermediate shaft 14 via the fourth planetary carrier 703.

[0099] In this embodiment, the torque-increasing transmission unit utilizes the fourth planetary gear train 7 , which has the advantages of a compact structure, large load capacity, a large transmission ratio, smooth motion, and high transmission efficiency. It should be understood that, in addition to the fourth planetary gear train 7 , the torque-increasing transmission unit may also utilize other existing structures that can increase the output torque of the second motor 3 .

[0100] As a preferred embodiment, a sixth control device is provided between the power output end of the second motor 3 and the intermediate shaft 14. The sixth control device is used to control the power supply between the power output end of the second motor 3 and the intermediate shaft 14. When the sixth control device is disconnected, the engine 1 and the first motor 2 do not need to reversely drive the second motor 3 during operation, thereby saving energy.

[0101] It should be noted that the sixth control device is not shown in the figure. It should be understood that the sixth control device can be, for example, a clutch provided between the second motor rotor and the intermediate shaft 14. It should be understood that the sixth control device can be a clutch or other conventional structures for controlling power on and off.

[0102] For example, the intermediate shaft 14 is a stepped shaft comprising a large-diameter section and a small-diameter section connected from left to right. The sixth control device specifically includes a synchronizer disposed on the large-diameter section and a synchronous gear disposed on the second motor rotor. The synchronizer engages the synchronous gear, allowing the power of the second motor 3 to be transmitted to the intermediate shaft 14. When the synchronizer is disconnected from the synchronous gear, the engine 1 and the first motor 2 do not need to reversely drag the second motor 3 during operation, which helps save energy.

[0103] In a preferred embodiment, the fourth sun gear 701 is loosely mounted on the intermediate shaft 14 , which makes the overall structure compact, reduces the space occupied by the power system, and facilitates the arrangement of the power system on the vehicle.

[0104] The power system of the present invention controls the power output of the engine 1, the first motor 2 and the second motor 3 to be connected or disconnected as needed through the first control device 8 and the second control device 9, thereby realizing multiple driving modes, and the number of gears in each driving mode is relatively large, which can increase the user's selection range and facilitate user selection.

[0105] Example 2

[0106] This embodiment relates to a power system having substantially the same structure as the power system of the first embodiment, except that the second brake 17 of the first embodiment is not provided in the power system, and a third planetary gear train 6 is added.

[0107] As a preferred embodiment, Figure 3As shown in , in this embodiment, the power transmission mechanism includes not only the first planetary gear train 4 and the second planetary gear train 5, but also a third planetary gear train 6. For ease of description, in this embodiment, the sun gear of the third planetary gear train 6 is referred to as the third sun gear 601, the planet gears of the third planetary gear train 6 are referred to as the third planetary gears 604, the ring gear of the third planetary gear train 6 is referred to as the third ring gear 602, and the planet carrier of the third planetary gear train 6 is referred to as the third planet carrier 603.

[0108] Specifically, a fifth control device 12 is provided between the third planetary carrier 603 and the intermediate shaft 14. This device is used to control the power flow between the third planetary carrier 603 and the intermediate shaft 14. The fifth control device 12 is preferably a clutch disposed between the third planetary carrier 603 and the intermediate shaft 14. Existing standard components can be used, resulting in low cost and convenient sliding friction.

[0109] When the clutch is engaged, the power on the intermediate shaft 14 can be transmitted to the third planetary carrier 603 . When the clutch is disengaged, the power on the intermediate shaft 14 cannot be transmitted to the third planetary carrier 603 .

[0110] Preferably, the third ring gear 602 is connected to the first sun gear 401 , so that the third ring gear 602 and the first sun gear 401 operate in the same manner and can transmit power to each other.

[0111] As a preferred embodiment, a shaft is connected to the first sun gear 401. The shaft is preferably a hollow shaft connected to one side of the first sun gear 401. The third sun gear 601 is loosely mounted on the shaft and is mounted on the housing of the power transmission mechanism, so that the third sun gear 601 is always stationary. Here, the loose mounting of the third sun gear 601 on the shaft makes the overall structure compact and also reduces the space occupied by the power system.

[0112] The effects of the power system of this embodiment compared to the prior art can still be referred to the description of the first embodiment, and will not be described in detail here. The gear modes that can be achieved in each driving mode of the power system are shown in Table 2.

[0113] Table 2: Figure 3 The gear modes achievable by the power system shown

[0114] C1 C2 C3 B2 1st gear √ √ 2nd gear √ √ 3rd gear √ √ 4th gear √ √ 5th gear √ √

[0115] In the table, C1 represents the fifth control device 12, C2 represents the third control device 10, C3 represents the fourth control device 11, B2 represents the first brake 16, and "√" represents that the corresponding components are in working state.

[0116] As a preferred embodiment, Figure 4As shown, the power system of this embodiment may further include a third brake 18, which is used to brake the third planetary carrier 603. The provision of the third brake 18 can increase the number of gear positions, allowing the third planetary carrier 603 to be braked or released by the third brake 18 to switch gears. The gear positions achievable in each driving mode of the power system are shown in Table 3.

[0117] Table 3: Figure 4 The drive modes and gear modes that can be achieved by the power system shown

[0118] C1 C2 C3 B1 B2 1st gear √ √ 2nd gear √ √ 3rd gear √ √ 4th gear √ √ 5th gear √ √ 6th gear √ √

[0119] In the table, C1 represents the fifth control device 12, C2 represents the third control device 10, C3 represents the fourth control device 11, B1 represents the third brake 18, B2 represents the first brake 16, and "√" represents that the corresponding components are in working condition.

[0120] Example 3

[0121] This embodiment relates to a vehicle equipped with the power system of the first or second embodiment. When used in a vehicle, the power system of the first or second embodiment can be used to drive the front axle or the rear axle of the vehicle. When the power system drives one of the front axle or the rear axle, the other axle can be equipped with another existing power system to achieve four-wheel drive.

[0122] The vehicle of this embodiment has the same beneficial effects as the power system of embodiment 1 or embodiment 2 relative to the prior art, which will not be described in detail here.

[0123] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A power system, characterized in that: It comprises an engine (1), a first motor (2), a second motor (3) and a power transmission mechanism; A first control device (8) is provided between the power output end of the engine (1) and the power output end of the first motor (2), and the first control device (8) is used to control the power on and off between the power output end of the engine (1) and the power output end of the first motor (2); A second control device (9) is provided between the power output end of the first motor (2) and the power output end of the second motor (3), and the second control device (9) is used to control the power on and off between the power output end of the first motor (2) and the power output end of the second motor (3); or a second control device (9) is provided between the power output end of the first motor (2) and the power input end of the power transmission mechanism, and the second control device (9) is used to control the power on and off between the power output end of the first motor (2) and the power input end of the power transmission mechanism; The power output end of the second motor (3) is connected to the power input end of the power transmission mechanism.

2. The power system according to claim 1, characterized in that: The power transmission mechanism includes an intermediate shaft (14), a first planetary gear train (4), a second planetary gear train (5) and an output shaft (15); The intermediate shaft (14) constitutes the power input end of the power transmission mechanism; The sun gear of the first planetary gear train (4) and the sun gear of the second planetary gear train (5) are connected together; A third control device (10) is provided between the intermediate shaft (14) and the sun gear of the first planetary gear train (4), and the third control device (10) is used to control the power on and off between the intermediate shaft (14) and the sun gear of the first planetary gear train (4); or a third control device (10) is provided between the intermediate shaft (14) and the sun gear of the second planetary gear train (5), and the third control device (10) is used to control the power on and off between the intermediate shaft (14) and the sun gear of the second planetary gear train (5); The planet carrier of the first planetary gear train (4) is in transmission connection with the output shaft (15); The planet carrier of the second planetary gear train (5) is in driving connection with the intermediate shaft (14); A fourth control device (11) is provided between the planet carrier of the first planetary gear train (4) and the ring gear of the second planetary gear train (5), and the fourth control device (11) is used to control the power on and off between the planet carrier of the first planetary gear train (4) and the ring gear of the second planetary gear train (5); or a fourth control device (11) is provided between the ring gear of the second planetary gear train (5) and the output shaft (15), and the fourth control device (11) is used to control the power on and off between the ring gear of the second planetary gear train (5) and the output shaft (15).

3. The power system according to claim 2, characterized in that: The sun gear of the first planetary gear train (4) and the sun gear of the second planetary gear train (5) are both loosely mounted on the intermediate shaft (14); The power system further comprises a first brake (16), wherein the first brake (16) is used to brake the ring gear of the first planetary gear train (4).

4. The power system according to claim 3, characterized in that: The power system further comprises a second brake (17), wherein the second brake (17) is used to brake the sun gear of the first planetary gear train (4), or the second brake (17) is used to brake the sun gear of the second planetary gear train (5).

5. The power system according to claim 3, characterized in that: The power transmission mechanism further includes a third planetary gear train (6), a fifth control device (12) is provided between the planet carrier of the third planetary gear train (6) and the intermediate shaft (14), and the fifth control device (12) is used to control the power on and off between the planet carrier of the third planetary gear train (6) and the intermediate shaft (14); the ring gear of the third planetary gear train (6) is connected to the sun gear of the first planetary gear train (4).

6. The power system according to claim 5, characterized in that: The sun gear of the first planetary gear train (4) is connected to a shaft, the sun gear of the third planetary gear train (6) is loosely mounted on the shaft and is provided on the housing of the power transmission mechanism; and / or, The power system further comprises a third brake (18) for braking the planetary carrier of the third planetary gear train (6).

7. The power system according to claim 5, characterized in that: The first control device (8), the second control device (9), the third control device (10), the fourth control device (11) and the fifth control device (12) all include a clutch.

8. The power system according to any one of claims 2 to 7, characterized in that: The power output end of the second motor (3) is transmission-connected to the intermediate shaft (14) via a torque-increasing transmission unit; The torque-increasing transmission unit comprises a fourth planetary gear train (7), the sun gear of the fourth planetary gear train (7) is arranged on the housing of the power transmission mechanism, the planet carrier of the fourth planetary gear train (7) is connected to the intermediate shaft (14), the power output end of the second motor (3) is transmission-connected to the ring gear of the fourth planetary gear train (7), and the sun gear of the fourth planetary gear train (7) is loosely sleeved on the intermediate shaft (14).

9. The power system according to any one of claims 2 to 7, characterized in that: A sixth control device is provided between the power output end of the second motor (3) and the intermediate shaft (14), and the sixth control device is used to control the power on and off between the power output end of the second motor (3) and the intermediate shaft (14).

10. A vehicle, characterized in that: The vehicle is provided with the power system according to any one of claims 1 to 9.

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