Powertrain and vehicle

Abstract

The application relates to a power system and a vehicle, the power system comprising a first motor and a clutch, the clutch being configured to selectively form a power coupling or disengage the power coupling with the first motor, wherein the first motor is power-coupled with the clutch to make the first motor have a power generation mode of receiving power through the clutch and a driving mode of driving the clutch. Through the above technical scheme, the power coupling and disengagement between the clutch and the first motor are utilized, so that the first motor has the power generation mode and the driving mode, the mode of the first motor can be changed according to the load demand, the first motor can generate power and output power, power redundancy is realized, and the power distribution of the power system where the first motor is located is more reasonable.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a power system and a vehicle. Background Technology

[0002] Traditional hybrid systems typically consist of an engine, a generator, and an electric motor that are coupled together to form a power system to drive the vehicle forward.

[0003] In related technologies, power systems often adopt a series-parallel hybrid structure to achieve multi-motor collaborative work, but there are cases of unreasonable power distribution. Utility Model Content

[0004] This application provides a power system and vehicle that improves the situation of unreasonable power distribution in the power system, thereby at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a power system is provided, the power system comprising:

[0006] First motor; and

[0007] The clutch is configured to selectively engage or disengage with the first motor.

[0008] The first motor is power-coupled with the clutch so that the first motor has a power generation mode that receives power through the clutch and a drive mode that drives the clutch.

[0009] Optionally, the clutch includes:

[0010] The first clutch is configured to selectively engage or disengage with the first motor.

[0011] Optionally, the clutch further includes:

[0012] The second clutch is configured to selectively engage or disengage with the first clutch.

[0013] Optionally, the power system further includes:

[0014] The engine is configured to engage or disengage with the second clutch.

[0015] Optionally, the power system further includes:

[0016] The second motor is configured to form a transmission connection with the second clutch;

[0017] The second clutch is located between the engine and the second motor.

[0018] Optionally, the power system further includes:

[0019] The third motor is used to drive the second type of wheels;

[0020] The third motor is configured to be electrically connected to or disconnected from at least one of the first motor and the second motor.

[0021] Optionally, the power system further includes:

[0022] A power battery is used to release or store electrical energy;

[0023] In this configuration, at least one of the power battery, the first motor, and the second motor is electrically connected to the third motor to transmit power for rotating the third motor.

[0024] Optionally, at least one of the first motor and the second motor is electrically connected to or disconnected from the power battery.

[0025] Optionally, the power system further includes:

[0026] The first differential is configured to transmit power to the first type of wheels;

[0027] The first differential is located between the first clutch and the first type of wheel.

[0028] Optionally, the power system further includes:

[0029] The second differential is configured to transmit power to the second type of wheels;

[0030] The second differential is located between the third motor and the second type of wheel.

[0031] Optionally, the power system further includes:

[0032] A first transmission device is configured to enable the first clutch to transmit power to at least one of the engine and the first motor.

[0033] Optionally, the first transmission device includes:

[0034] The first transmission component is configured to output power;

[0035] The second transmission component is configured to form a transmission connection with the engine and the first motor respectively;

[0036] The first transmission component selectively engages or disengages with the second transmission component via the first clutch.

[0037] Optionally, the first transmission device further includes:

[0038] The third transmission component is configured to enable the second transmission component to form a transmission connection with the first motor;

[0039] The third transmission component transmits power between the second transmission component and the first motor.

[0040] Optionally, at least one of the first transmission member, the second transmission member, and the third transmission member is configured as a gear structure.

[0041] Optionally, the power system further includes:

[0042] The third motor and the second differential; and

[0043] The second transmission device is connected to the third motor and the second differential respectively, so that the third motor drives the second type of wheel through the second transmission device and the second differential.

[0044] Optionally, the second transmission device is configured as a gear structure with a speed ratio.

[0045] Optionally, the power system further includes:

[0046] The second clutch and the second motor; and

[0047] The third transmission device is connected to the second clutch and the second motor respectively.

[0048] Optionally, the third transmission device is configured as a gear structure with a reduction ratio.

[0049] Optionally, the power system further includes:

[0050] The controller is used to control the first clutch to form a power coupling with the first motor or to decouple the power coupling.

[0051] According to a second aspect of this application, a vehicle is provided, the vehicle comprising a power system as described above.

[0052] The beneficial effect of this application is that it provides a power system that improves power distribution during vehicle operation.

[0053] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0054] In the power system of this application embodiment, the power system includes a first motor and a clutch. The clutch is configured to selectively couple or decouple from the first motor. The first motor is coupled to the clutch so that the first motor has a power generation mode (receiving power through the clutch) and a drive mode (driving the clutch). Through the above technical solution, by utilizing the power coupling and decoupling between the clutch and the first motor, the first motor can have both a power generation mode and a drive mode. This allows the mode of the first motor to be changed according to load demand, enabling the first motor to generate and output power, achieving power redundancy, and making the power distribution of the power system containing the first motor more rational.

[0055] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0058] Figure 1 This is a schematic diagram of the overall structure of the power system provided in an exemplary embodiment of this application;

[0059] Figure 2 This is a schematic diagram of the power system provided in the exemplary embodiment of this application in single-motor power generation mode;

[0060] Figure 3 This is a schematic diagram of the power system provided in the exemplary embodiment of this application in dual-motor power generation mode;

[0061] Figure 4 This is a schematic diagram of the power system in the four-wheel drive mode with the engine directly driven, provided in an exemplary embodiment of this application;

[0062] Figure 5 yes Figure 1 Enlarged structural diagram at point A in the diagram;

[0063] Figure 6 yes Figure 1 Enlarged structural diagram at point B in the diagram;

[0064] Figure 7This is a schematic diagram of the overall structure of the vehicle provided in an exemplary embodiment of this application.

[0065] Explanation of reference numerals in the attached figures:

[0066] 10. Vehicles;

[0067] 100. Power system;

[0068] 110. First transmission device;

[0069] 111. First transmission component; 112. Second transmission component; 114. Third transmission component; 117. Fourth transmission component;

[0070] 120. Engine; 130. First motor; 140. Second motor; 150. Third motor;

[0071] 160. Power battery; 170. Second differential;

[0072] 180. Second transmission device;

[0073] 181. Fifth transmission component; 182. Sixth transmission component; 183. Seventh transmission component; 184. Eighth transmission component;

[0074] 190. Third transmission device; 191. Ninth transmission component; 192. Tenth transmission component;

[0075] 210. Controller; 220. First clutch; 230. Second clutch; 240. First differential;

[0076] 300. Class I wheel; 310. Left front wheel; 320. Right front wheel.

[0077] 400. Second-class wheel; 410. Left rear wheel; 420. Right rear wheel. Detailed Implementation

[0078] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0079] In the embodiments of this application Figures 1 to 6 The thick solid lines represent mechanical power connections, and the dashed lines represent electrical connections.

[0080] Figure 2 , Figure 3 and Figure 4The red and blue solid lines in the diagram represent the mechanical power transmission path, while the green dashed line represents the electrical energy transmission path after electrical connection.

[0081] According to the first aspect of this application, reference to Figure 1 According to a first aspect of this application, a power system 100 is provided, which includes a first motor 130 and a clutch.

[0082] In this embodiment, the clutch is configured to selectively form a power coupling or decouple from the first motor 130.

[0083] In the case where the first motor 130 is powered coupled to the clutch, the first motor 130 can have a power generation mode that receives power through the clutch and a drive mode that drives the clutch.

[0084] By utilizing the above technical solution, the power system 100 can have a power generation mode and a drive mode by using the power coupling and decoupling between the clutch and the first motor 130. This enables the mode of the first motor 130 to be changed according to the load demand, so that the first motor 130 can generate power and output power, achieve power redundancy, and make the power distribution of the power system 100 where the first motor 130 is located more reasonable.

[0085] It should be noted that in the embodiments of this application, the rotor of the first motor 130 rotates in opposite directions in the power generation mode and the drive mode. The mode of the first motor 130 is switched by controlling the rotation of the rotor of the first motor 130.

[0086] In some embodiments, reference Figure 1 The clutch includes a first clutch 220 configured to selectively couple or decouple from the first motor 130.

[0087] In this embodiment of the application, the switching between the power generation mode and the driving mode of the first motor 130 is realized by the power coupling or decoupling of the first clutch 220 with the first motor 130.

[0088] In some embodiments, reference Figure 1 The clutch also includes: a second clutch 230.

[0089] In this embodiment, the second clutch 230 is configured to selectively couple or decouple with the first clutch 220. This allows the engine 120 and the first clutch 220 to couple or decouple. Even if the first clutch 220 fails, the second clutch 230 can still couple the engine 120 with the first motor 130, ensuring that the power system 100 still has a power transmission path and achieving redundancy in the power transmission path.

[0090] Furthermore, in the embodiments of this application, the second clutch 230 can decouple the power coupling between the engine 120 and the first clutch 220, while the first motor 130 maintains the driving state.

[0091] In some embodiments, reference Figure 1 The power system 100 also includes: engine 120.

[0092] In this embodiment, the engine 120 is configured to be connected or disconnected from the second clutch 230. This allows the engine 120 to be powered or disconnected from the first clutch 220 via the second clutch 230, enabling the engine 120 to directly drive the first type of wheel 300 via the first clutch 220.

[0093] In some embodiments, reference Figure 1 The power system 100 also includes a second motor 140.

[0094] In this embodiment of the application, the second motor 140 is configured to form a transmission connection with the second clutch 230, wherein the second clutch 230 is located between the engine 120 and the second motor 140.

[0095] In this embodiment of the application, when the second clutch 230 is engaged with the engine 120, the power of the engine 120 can be directly transmitted to the second motor 140 so that the second motor 140 can generate electricity, for example, to charge the power battery 160, realize energy recovery, reduce power loss, or directly supply the electrical energy to the third motor 150 as the power source of the third motor 150.

[0096] In some embodiments, reference Figure 1 The power system 100 also includes a third motor 150.

[0097] The third motor 150 in this embodiment is used to drive the second type of wheel 400;

[0098] The third motor 150 is configured to be electrically connected to or disconnected from at least one of the first motor 130 and the second motor 140.

[0099] The third motor 150 in this embodiment is configured to be electrically connected to at least one of the first motor 130 and the second motor 140, thereby realizing multiple power sources for the third motor 150, ensuring the power supply stability of the third motor 150, and the third motor 150, as a drive motor, is able to drive the second type of wheel 400.

[0100] The second type of wheel 400 in this embodiment is configured as a rear wheel, and further configured as a right rear wheel 420 and a left rear wheel 410. The third motor 150 can be electrically connected to the first motor 130 and the second motor 140, and then connected to the power supply to drive the rear wheel.

[0101] In this embodiment, the third motor 150 is a drive motor, the first motor 130 can be a drive motor or a generator, and the second motor 140 is a generator.

[0102] After disconnecting the power supply to the third motor 150, the first type of wheel 300, i.e. the front wheel, can be directly driven by the engine 120.

[0103] Alternatively, both the third motor 150 and the engine 120 can participate in the power transmission of the wheels. For example, the engine 120 can drive the first type of wheel 300 alone, and the third motor 150 can drive the second type of wheel 400 alone, thus realizing the four-wheel drive mode of the power system 100.

[0104] In some embodiments, reference Figure 1 The power system 100 also includes: power battery 160.

[0105] The power battery 160 in this embodiment is used to release or store electrical energy.

[0106] In this embodiment of the application, at least one of the power battery 160, the first motor 130, and the second motor 140 is electrically connected to the third motor 150 to transmit power so that the third motor 150 can rotate. In this way, the transmission of power can be realized.

[0107] It should be noted that the power battery 160 in this application embodiment can be used as a component for releasing electrical energy or as a component for storing electrical energy.

[0108] In some embodiments, at least one of the first motor 130 and the second motor 140 is electrically connected to or disconnected from the power battery 160. When at least one of the first motor 130 and the second motor 140 is electrically connected to the power battery 160, the power battery 160 is supplied with electrical energy required for charging.

[0109] In this embodiment of the application, when at least one of the first motor 130 and the second motor 140 is electrically connected to the power battery 160, the first motor 130 and the second motor 140 can charge the power battery 160 when the vehicle 10 is under low load, thereby realizing energy recovery.

[0110] The power system 100 in this embodiment can realize single-motor and dual-motor power generation modes to achieve motor power redundancy, optimize power transmission path, and optimize the integration of the power system 100, support multi-power supply collaborative operation, and enhance range and reliability.

[0111] In some embodiments, reference Figure 1 The power system 100 also includes: a first differential 240.

[0112] In this embodiment of the application, the first differential 240 is configured to transmit power to the first type of wheel 300;

[0113] In this embodiment, the first differential 240 is located between the first clutch 220 and the first type of wheel 300.

[0114] In this embodiment, the first differential 240 is used to receive power. The first differential 240 is located between the first clutch 220 and the first type of wheel 300. In this way, the first differential 240 can receive power transmitted from at least one of the engine 120 and the first motor 130, and dynamically distribute the torque of the left and right wheels according to the wheel speed difference, thereby reducing understeer or oversteer.

[0115] The first type of wheel 300 in this embodiment can be a front wheel, and more specifically, a left front wheel 310 and a right front wheel 320.

[0116] In some embodiments, reference Figure 1 The power system 100 also includes a second differential 170.

[0117] In this embodiment of the application, the second differential 170 is configured to transmit power to the second type of wheel 400;

[0118] The second differential 170 is located between the third motor 150 and the second type of wheel 400.

[0119] In this embodiment, by setting a second differential 170 between the first motor 130 and the second type of wheel 400, the third motor 150 independently drives the second differential 170, thereby achieving good control of the electrification torque and allowing torque distribution between the left and right wheels of the second type of wheel 400.

[0120] In some embodiments, reference Figure 1The power system 100 also includes a first transmission device 110.

[0121] The first transmission device 110 in this embodiment is configured to enable the first clutch 220 to transmit power to at least one of the engine 120 and the first motor 130.

[0122] By providing the first transmission device 110, the power transmission between the first clutch 220 and at least one of the engine 120 and the first motor 130 can be made more stable.

[0123] For example, the first transmission device 110 can enable the first clutch 220 to transmit power to the engine 120. In this case, the engine 120 transmits power to the first differential 240 through the first clutch 220, so that the first differential 240 can transmit power to the first type of wheel 300, that is, the front wheel of the vehicle. In this way, the engine 120 can be directly driven. In this case, the first motor 130 can be used to generate electricity.

[0124] Under the action of the first transmission device 110, the first clutch 220 can simultaneously receive power from the first motor 130 and the engine 120. In this case, the first motor 130 participates in the power output, that is, it can output power to the first type of wheel 300 (front wheel).

[0125] In some embodiments, reference Figure 1 The first transmission device 110 includes a first transmission component 111 and a second transmission component 112.

[0126] In this embodiment, the first transmission component 111 is configured to output power, and the second transmission component 112 is configured to form a transmission connection with the engine 120 and the first motor 130 respectively.

[0127] In this embodiment of the application, the first transmission member 111 selectively forms a power coupling or decouples from the second transmission member 112 through the first clutch 220.

[0128] By using the first clutch 220 to form a power coupling between the first transmission component 111 and the second transmission component 112, the second transmission component 112 transmits power from at least one of the engine 120 and the first motor 130 to the first transmission component 111. This achieves the effect that the engine 120 and the first motor 130 can drive the second transmission component 112 independently or in parallel to drive the first transmission component 111 to output power, according to the load requirements. This achieves power redundancy and makes the power distribution more reasonable.

[0129] It should be noted that the power output by the first transmission component 111 can be transmitted to the wheels to drive the front wheels of the vehicle.

[0130] In this embodiment, when the engine 120 and the first motor 130 drive the second transmission component 112 in parallel to drive the first transmission component 111 so that the first transmission component 111 outputs power, the engine 120 and the first motor 130 drive together, which can meet the high power requirements.

[0131] When one of the engine 120 and the first motor 130 drives the first transmission component 111 through the second transmission component 112 to output power, the engine 120 and the first motor 130 can be driven by a single drive, which can meet the low power requirements.

[0132] In some other embodiments, the first clutch 220 can also decouple the power coupling between the first transmission member 111 and the second transmission member 112, thereby enabling the second transmission member 112 to transmit power between the engine 120 and the first motor 130. This allows the engine 120 to drive the first motor 130 to generate electricity, enabling the first motor 130 to function as a power-generating component and provide electrical energy to electrical components, such as providing the power battery 160 with the electrical energy required for charging or providing the drive motor with the electrical energy required for its operation.

[0133] The first motor 130 in this embodiment can work in different modes, acting as both a generator and a drive motor, making more efficient use of energy. When the power battery 160 is low on power, the first motor 130's power generation mode allows the engine 120 to directly drive the first motor 130 to generate electricity, maintaining wheel drive and achieving the effect of "driving and charging + driving" in parallel.

[0134] In some embodiments, reference Figure 1 The first transmission device 110 also includes a third transmission component 114.

[0135] In this embodiment, the third transmission member 114 is configured to enable the second transmission member 112 to form a transmission connection with the first motor 130.

[0136] In this embodiment, the third transmission member 114 transmits power between the second transmission member 112 and the first motor 130, so that the first motor 130 receives power from the engine 120 through the first clutch 220 or drives the first clutch 220 through the second transmission member 112 and the third transmission member 114.

[0137] In this embodiment, the third transmission member 114 is used to enable the second transmission member 112 to form a transmission connection with the first motor 130, thereby optimizing the power transmission path and enabling the first motor 130 to selectively receive power from the engine 120 or to drive the first clutch 220 through the second transmission member 112 and the third transmission member 114, thus realizing the direct drive of the engine 120 and the power generation of the engine 120.

[0138] In some embodiments, reference Figure 1 The first transmission device 110 also includes a fourth transmission component 117.

[0139] In this embodiment, the fourth transmission member 117 is connected to the second transmission member 112 and to the third transmission member 114. That is, the fourth transmission member 117, the second transmission member 112 and the third transmission member 114 are connected in sequence.

[0140] In some embodiments, at least one of the first transmission member 111, the second transmission member 112, and the third transmission member 114 is configured as a gear structure.

[0141] For example, the gear structure can be a spur gear.

[0142] In some embodiments, reference Figure 1 The power system 100 also includes a second transmission device 180.

[0143] In this embodiment of the application, the second transmission device 180 is connected to the third motor 150 and the second differential 170 respectively, so that the third motor 150 drives the second type of wheel 400 through the second transmission device 180 and the second differential 170.

[0144] The third motor 150 drives the second type of wheel 400 through the second transmission device 180 and the second differential 170, so that the power of the third motor 150 is transmitted to the second differential 170 through the shortest path, thereby reducing the mechanical energy loss in the multi-stage transmission.

[0145] In the power system 100 of this application embodiment, one of the power transmission paths is: third motor 150 → second transmission device 180 → second differential 170, forming an independent power module that can be decoupled from the first motor 130, engine 120 and second motor 140, and supports pure electric rear drive and four-wheel drive superimposed modes.

[0146] In some embodiments, the second transmission device 180 is configured as a gear structure with a speed ratio.

[0147] refer to Figure 6The second transmission device 180 in this embodiment includes a fifth transmission member 181, a sixth transmission member 182, a seventh transmission member 183, and an eighth transmission member 184. The fifth transmission member 181 is coaxially arranged with the third motor 150. The fifth transmission member 181 and the sixth transmission member 182 are engaged. The sixth transmission member 182 and the seventh transmission member 183 are coaxially arranged. The seventh transmission member 183 and the eighth transmission member 184 are engaged.

[0148] In this embodiment, the tooth diameter of the seventh transmission member 183 is smaller than that of the eighth transmission member 184, so the third motor 150 and the second differential 170 can be decelerated through the second transmission device 180.

[0149] In the embodiments of this application, the fifth transmission component 181, the sixth transmission component 182, the seventh transmission component 183, and the eighth transmission component 184 are all constructed as spur gears.

[0150] In some embodiments, reference Figure 1 The power system 100 also includes a third transmission device 190.

[0151] In this embodiment, the third transmission device 190 is connected to the second clutch 230 and the second motor 140 respectively.

[0152] In some embodiments, the third transmission device 190 is configured as a gear structure with a reduction ratio.

[0153] For example, refer to Figure 5 The third transmission device 190 includes a ninth transmission member 191 and a tenth transmission member 192. The ninth transmission member 191 is coaxially arranged with the second clutch 230, and the ninth transmission member 191 and the tenth transmission member 192 are engaged. The tenth transmission member 192 is coaxially arranged with the second motor 140.

[0154] The tooth diameter of the ninth transmission member 191 is larger than that of the tenth transmission member 192, so that the third transmission device 190 is constructed as a gear structure with an acceleration ratio.

[0155] The first transmission device 110 in this embodiment, together with the second transmission device 180 and the third transmission device 190, constitutes the transmission of the power system 100, which can play the role of acceleration or deceleration.

[0156] In some embodiments, reference Figure 1 The power system 100 also includes a controller 210.

[0157] In this embodiment, the controller 210 is used to control the first clutch 220 and the first motor 130 to form a power coupling, so that the single clutch or dual clutch coupling mode can be switched according to the real-time operating conditions (such as driving and energy recovery).

[0158] It should be noted that, in this application, the engine 120 is the primary power source for generating electricity, which can enable the first motor 130 to generate electricity, the second motor 140 to generate electricity, or enable the first motor 130 and the second motor 140 to generate electricity simultaneously. Of course, the engine 120 can also be used as a source of mechanical power.

[0159] The following is a description of the power system 100 in the embodiments of this application:

[0160] 1. Reference Figure 2 The power system 100 is in single-motor generation mode:

[0161] When the engine 120 engages with the second clutch 230 and the first clutch 220 decouples the second transmission component 112 from the first transmission component 111, the engine 120 forms a power coupling with the first motor 130 through the second clutch 230, the fourth transmission component 117, the second transmission component 112, and the third transmission component 114. This enables the first motor 130 to receive power from the engine 120 through the second clutch 230, thereby enabling the first motor 130 to generate electricity. The first motor 130 is electrically connected to the third motor 150, allowing the third motor 150 to rotate and drive the rear wheels as a drive motor through the second transmission device 180.

[0162] 2. Reference Figure 3 The power system 100 is in dual-motor power generation mode:

[0163] When the engine 120 engages with the second clutch 230 and the first clutch 220 disengages the second transmission member 112 from the first transmission member 111, the engine 120 forms a power coupling with the first motor 130 through the second clutch 230, the fourth transmission member 117, the second transmission member 112, and the third transmission member 114. The engine 120 also drives the second motor 140 through the second clutch 230, the ninth transmission member 191, and the tenth transmission member 192, so that the first motor 130 and the second motor 140 generate electricity and provide electrical energy to the third motor 150, enabling the third motor 150 to drive the rear wheels.

[0164] 3. Reference Figure 4 The powertrain is in four-wheel drive mode with the engine at 120 directly driven.

[0165] The first motor 130 and the second motor 140 are de-energized. The engine 120 outputs power to the front wheels through the second clutch 230, the fourth transmission component 117, the second transmission component 112, the first clutch 220, and the first transmission component 111. The third motor 150 is electrically connected to the power battery 160, that is, the power battery 160 provides the third motor 150 with the electrical energy required for driving. Then, the third motor 150 drives the rear wheels through the second transmission device 180, realizing the four-wheel drive mode of direct drive of the engine 120.

[0166] It should be noted that in both single-motor and dual-motor power generation modes, when the load decreases, the excess electrical energy generated can be used to charge the rechargeable battery, thus achieving energy recovery.

[0167] Furthermore, in the four-wheel drive mode where the engine 120 is in direct drive, the power battery 160 can also provide the electrical energy required for driving to the first motor 130, so that the first motor 130 can couple with the power of the engine 120 through the third transmission component 114 and the second transmission component 112, so that together they can output power to the front wheels through the first clutch 220 via the first transmission component 111. In this case, it is a high-power drive, which enables the power system 100 to be used in climbing conditions.

[0168] The power system 100 in this embodiment can switch from a four-wheel drive mode directly driven by the engine 120 to a single-motor power generation mode or a dual-motor power generation mode.

[0169] In summary, in this embodiment of the power system 100, the engine 120 is configured to be connected or disconnected from the second clutch 230, and the first motor 130 is configured to be connected to the second transmission component 112 of the first transmission device 110. In this way, the power system 100 can switch between multiple modes, and the engine 120 of the power system 100 can be used as a direct power source for driving the first type of wheel 300. Of course, the engine 120 of the power system 100 can also be used as a power source for the first motor 130 to generate electricity, thereby achieving the effect of the first motor 130 generating electricity.

[0170] According to the second aspect of this application, reference to Figure 7 A vehicle 10 is provided, the vehicle 10 including the power system 100 as described above.

[0171] The vehicle 10 in this embodiment includes the power system 100 described above, and therefore has all the beneficial effects of the power system 100 described above, which will not be elaborated here.

[0172] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0173] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0174] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0175] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A power system, characterized in that, The power system includes: First motor; and The clutch is configured to selectively engage or disengage with the first motor. The first motor is power-coupled with the clutch so that the first motor has a power generation mode that receives power through the clutch and a drive mode that drives the clutch.

2. The power system according to claim 1, characterized in that, The clutch includes: The first clutch is configured to selectively engage or disengage with the first motor.

3. The power system according to claim 2, characterized in that, The clutch also includes: The second clutch is configured to selectively engage or disengage with the first clutch.

4. The power system according to claim 3, characterized in that, The power system also includes: The engine is configured to engage or disengage with the second clutch.

5. The power system according to claim 4, characterized in that, The power system also includes: The second motor is configured to form a transmission connection with the second clutch; The second clutch is located between the engine and the second motor.

6. The power system according to claim 5, characterized in that, The power system also includes: The third motor is used to drive the second type of wheels; The third motor is configured to be electrically connected to or disconnected from at least one of the first motor and the second motor.

7. The power system according to claim 6, characterized in that, The power system also includes: A power battery is used to release or store electrical energy; In this configuration, at least one of the power battery, the first motor, and the second motor is electrically connected to the third motor to transmit power for rotating the third motor.

8. The power system according to claim 7, characterized in that, At least one of the first motor and the second motor is electrically connected to or disconnected from the power battery.

9. The power system according to any one of claims 2 to 8, characterized in that, The power system also includes: The first differential is configured to transmit power to the first type of wheels; The first differential is located between the first clutch and the first type of wheel.

10. The power system according to claim 6, characterized in that, The power system also includes: The second differential is configured to transmit power to the second type of wheels; The second differential is located between the third motor and the second type of wheel.

11. The power system according to any one of claims 4 to 8, characterized in that, The power system also includes: A first transmission device is configured to enable the first clutch to transmit power to at least one of the engine and the first motor.

12. The power system according to claim 11, characterized in that, The first transmission device includes: The first transmission component is configured to output power; The second transmission component is configured to form a transmission connection with the engine and the first motor respectively; The first transmission component selectively engages or disengages with the second transmission component via the first clutch.

13. The power system according to claim 12, characterized in that, The first transmission device further includes: The third transmission component is configured to enable the second transmission component to form a transmission connection with the first motor; The third transmission component transmits power between the second transmission component and the first motor.

14. The power system according to claim 13, characterized in that, At least one of the first transmission member, the second transmission member, and the third transmission member is configured as a gear structure.

15. The power system according to any one of claims 1 to 8, characterized in that, The power system also includes: The third motor and the second differential; and The second transmission device is connected to the third motor and the second differential respectively, so that the third motor drives the second type of wheel through the second transmission device and the second differential.

16. The power system according to claim 15, characterized in that, The second transmission device is constructed as a gear structure with a speed ratio.

17. The power system according to any one of claims 1 to 8, characterized in that, The power system also includes: The second clutch and the second motor; and The third transmission device is connected to the second clutch and the second motor respectively.

18. The power system according to claim 17, characterized in that, The third transmission device is constructed as a gear structure with a reduction ratio.

19. The power system according to any one of claims 9 to 11, characterized in that, The power system also includes: The controller is used to control the first clutch to form a power coupling with the first motor or to decouple the power coupling.

20. A vehicle, characterized in that, The vehicle includes a power system as described in any one of claims 1 to 19.

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