Powertrain and vehicle

Abstract

This invention provides a power system and a vehicle. The power system includes an engine, a transmission, and a second motor. The transmission includes a first motor and a shift assembly. The first motor is connected to the engine and wheels via the shift assembly. The shift assembly is used to change gears during vehicle operation. The second motor is connected to the wheels and provides power to the wheels when the shift assembly changes gears. Thus, during gear shifting via the shift assembly, the second motor can still maintain power output to the wheels, overcoming the limitation of existing power systems that cannot maintain power output during gear shifting, thereby improving the vehicle's power performance during driving.

Description

Technical Field

[0001] This utility model relates to the power system of hybrid electric vehicles, specifically to a power system and a vehicle. Background Technology

[0002] In the field of new energy vehicles, there are relatively few hybrid products that meet the needs of existing composite vehicles; and most existing hybrid vehicles use P2 hybrid systems or P1+P2 configurations. However, the transmission in the P2 hybrid system is structurally limited and cannot maintain power output during gear shifting, nor can it simultaneously drive and generate electricity. Utility Model Content

[0003] In view of this, the present invention aims to provide a power system and vehicle to solve the problem that the power system of existing hybrid vehicles cannot maintain power output during gear shifting.

[0004] To solve the above-mentioned technical problems, this utility model provides a power system, including:

[0005] engine;

[0006] The gearbox includes a first motor and a shift assembly, wherein the first motor is connected to the engine and the wheels respectively via the shift assembly; the shift assembly is used to switch gears during vehicle operation.

[0007] A second motor, connected to the wheel, is used to provide power to the wheel when the shift assembly changes gears.

[0008] In one embodiment, the shift assembly includes: a shift element, a transmission element, and a braking element;

[0009] The first motor and the engine are respectively connected to the transmission element;

[0010] The shifting element is movable and can be connected to different transmission elements;

[0011] The braking element is connected to the transmission element and is used to disable the transmission of part of the transmission element;

[0012] The shifting element and the braking element cooperate to realize the power transmission between the first motor or the engine and the wheel.

[0013] In one embodiment, the power system includes: a power source and a controller;

[0014] The power supply is connected to the first motor and the second motor respectively to supply power to the first motor and the second motor respectively;

[0015] The controller is electrically connected to the first motor and the second motor respectively, so as to control the first motor and the second motor to enter different working modes respectively.

[0016] In one embodiment, the controller controls the first motor and the second motor to enter pure electric mode, the power supply is electrically connected to the second motor, and drives the second motor to provide power to the wheels;

[0017] Alternatively, the power source can be electrically connected to the first motor and the second motor respectively, and drive the first motor and the second motor to simultaneously provide power to the wheels.

[0018] In one embodiment, the powertrain includes a clutch, through which the engine is connected to the transmission;

[0019] The controller controls the second motor to enter parallel mode, the power supply is electrically connected to the second motor and drives the second motor to provide power to the wheels, at the same time, the clutch is engaged, and the engine provides power to the wheels through the transmission element.

[0020] In one embodiment, the powertrain includes a clutch, through which the engine is connected to the transmission;

[0021] The controller controls the first motor to enter the engine direct drive mode, the clutch is engaged, and the engine provides power to the wheels through the transmission element.

[0022] In one embodiment, the shifting element includes a first shifting element and a second shifting element, and the transmission element includes a planetary gear train and an output gear;

[0023] The first shifting element has a first position, a second position, and a third position. When the first shifting element is in the first position, it is located between the sun gear and the ring gear in the planetary gear system. When the first shifting element is in the second position, it is connected to the sun gear. When the first shifting element is in the third position, it is connected to the ring gear.

[0024] The second shifting element has a fourth position and a fifth position. When the second shifting element is in the fourth position, it is located between the first motor and the planet carrier in the planetary gear system. When the second shifting element is in the fifth position, it is connected to the planet carrier.

[0025] The gearbox has a first gear, a second gear, and a third gear;

[0026] When the gearbox is in the first gear, the first shift element is in the second position, the second shift element is in the fourth position, and the first motor or the engine transmits power to the wheels through the planetary carrier.

[0027] When the gearbox is in the second gear, the first shift element is in the third position, the second shift element is in the fourth position, and the first motor or the engine transmits power to the wheels through the planetary carrier;

[0028] When the gearbox is in the third gear, the first shift element is in the first position, the second shift element is in the fifth position, and the first motor or the engine transmits power to the wheels through the output gear.

[0029] In one embodiment, the braking element includes a first braking element and a second braking element;

[0030] The first braking element is connected to the sun gear, and when the first shifting element is in the third position, the first braking element prohibits the sun gear from driving.

[0031] The second braking element is connected to the gear ring, and when the first shifting element is in the second position, the second braking element prohibits the gear ring from driving.

[0032] In one embodiment, the powertrain includes a clutch, through which the engine is connected to the transmission;

[0033] The controller controls the second motor to enter series mode, the clutch is closed, the engine drives the first motor to generate electricity, and the power source is electrically connected to the second motor to drive the second motor to provide power to the wheels.

[0034] In one embodiment, the controller controls the second motor to enter a regenerative braking mode, the wheel is connected to the second motor, the power of the wheel drives the second motor to generate electricity, the second motor is electrically connected to the power source, and the electrical energy generated by the second motor is stored in the power source.

[0035] In one embodiment, the power system includes gear transmission elements and a differential;

[0036] The differential is connected to the wheel and is used to distribute power to the wheel;

[0037] The second motor is connected to the differential via the gear transmission element, and the first motor or the engine is connected to the differential via the gearbox.

[0038] To solve the above-mentioned technical problems, this utility model embodiment also provides a vehicle, including the power system described above.

[0039] Compared with existing hybrid systems, the powertrain and vehicle provided in this application have the following advantages:

[0040] This application provides a power system including an engine, a transmission, and a second motor. The transmission includes a first motor and a shift assembly. The first motor is connected to both the engine and the wheels via the shift assembly. The shift assembly is used to change gears during vehicle operation. The second motor is directly connected to the wheels and provides power to them when the shift assembly changes gears. Thus, during gear shifts, the second motor can maintain power output to the wheels, overcoming the limitation of existing technologies that cannot maintain power output during gear shifts, thereby improving the vehicle's power performance. Attached Figure Description

[0041] Figure 1 The diagram shown is a structural schematic of the power system provided in an embodiment of this utility model;

[0042] Figure 2 The diagram shown is a schematic diagram of the power transmission path of the second motor in pure electric mode according to an embodiment of the present invention;

[0043] Figure 3 The diagram shown is a schematic diagram of the power transmission path of the power system in the first gear in pure electric mode according to an embodiment of the present invention.

[0044] Figure 4 The diagram shown is a schematic diagram of the power transmission path of the power system in the second gear in pure electric mode according to an embodiment of the present invention.

[0045] Figure 5 The diagram shown is a schematic diagram of the power transmission path of the power system in the third gear in pure electric mode according to an embodiment of the present invention.

[0046] Figure 6 The diagram shows the power transmission path of the power system in the first gear in parallel mode according to an embodiment of the present invention.

[0047] Figure 7 The diagram shows the power transmission path of the power system in the second gear in parallel mode according to an embodiment of the present invention.

[0048] Figure 8 The diagram shows the power transmission path of the power system in the third gear in parallel mode according to an embodiment of the present invention.

[0049] Figure 9The diagram shown is a schematic diagram of the power transmission path of the power system provided in this embodiment of the present invention in the first gear position of the engine direct drive mode;

[0050] Figure 10 The diagram shown is a schematic diagram of the power transmission path of the power system provided in this embodiment of the present invention in the second gear position of the engine direct drive mode;

[0051] Figure 11 The diagram shown is a schematic of the power transmission path of the power system provided in this embodiment of the present invention in the third gear of the engine direct drive mode;

[0052] Figure 12 The diagram shown is a schematic diagram of the power transmission path of the power system in series mode provided by an embodiment of the present invention.

[0053] Figure 13 The diagram shows the power transmission path of the power system in the braking energy recovery mode provided in this embodiment of the present invention.

[0054] The explanations of the reference numerals in the accompanying drawings are as follows:

[0055] 1- Engine;

[0056] 2-Gearbox; 20-First motor; 21-Shift assembly; 22-Gearbox control unit; 210-First shift element; 211-Second shift element; 212-Planet carrier; 213-Planet gears; 214-Sun gear; 215-Ring gear; 216-Output gear; 217-First braking element; 218-Second braking element;

[0057] 3-Second motor; 4-Power supply; 5-Controller; 6-Clutch;

[0058] 7-Gear transmission element; 70-First driving gear; 71-Driven gear; 72-Second driving gear; 8-Differential. Detailed Implementation

[0059] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0060] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "circumferential", "radial", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0061] Furthermore, 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0062] As those skilled in the art will understand, existing hybrid vehicles typically use a P2 or P1+P2 configuration in their powertrain systems. Due to modifications to the AMT (Automated Mechanical Transmission) structure, they cannot maintain power output during gear shifts and cannot simultaneously drive and generate electricity. This results in insufficient power during gear shifts, causing existing hybrid vehicles to be unable to output enough power under fully loaded or overloaded conditions, thus affecting the user's riding experience.

[0063] Please refer to Figure 1 This utility model provides a power system including an engine 1, a gearbox 2, and a second motor 3. The gearbox 2 includes a first motor 20 and a shift assembly 21. The first motor 20 is connected to the engine 1 and the wheels via the shift assembly 21. The shift assembly 21 is used to switch gears during vehicle operation. The second motor 3 is connected to the wheels and provides power to the wheels when the shift assembly 21 switches gears. Thus, during gear shifting via the shift assembly 21, the second motor 3 can still maintain power output to the wheels, overcoming the limitation of existing power systems that cannot maintain power output during gear shifting. This improves the vehicle's power performance during driving, avoids insufficient power under full load or overload conditions, and further enhances the user experience.

[0064] As an optional embodiment, such as Figure 1As shown, the gearbox 2 integrates a first motor 20 and a shift assembly 21. The shift assembly 21 includes shift elements, transmission elements, braking elements, and a transmission control unit (TCU). The transmission control unit 22 can receive sensor signals from various parts of the vehicle and issue commands to control the operation of the shift assembly 21 to achieve smooth, efficient, and safe shifting. It is mainly used to control the execution of shifting and the timing of shifting.

[0065] Specifically, the first motor 20 and the engine 1 are respectively connected to the transmission elements; the shift element is movable and used to connect with different transmission elements; the braking element is connected to the transmission elements and used to prohibit the transmission of some transmission elements; the shift element and the braking element cooperate to realize the power transmission between the first motor 20 or the engine 1 and the wheels. In this embodiment, the transmission control unit 22 can control the shift element to engage with different transmission elements and prohibit the transmission of some transmission elements through the braking element, so as to use different transmission elements to realize the power transmission to the first motor 20 or the engine 1, and thus select different gears at different vehicle speeds to provide the vehicle with continuous and sufficient power.

[0066] Among them, such as Figure 1 As shown, in this embodiment, the transmission elements include a planetary gear system and an output gear 216; the planetary gear system includes a planet carrier 212, planetary gears 213, a sun gear 214, and a ring gear 215; the output gear 216 is connected to the planet carrier 212 or, under the action of a shifting element, to the ring gear 215 or the sun gear 214, for transmitting the power output from the planetary gear system outward; the planet carrier 212 is the shaft connecting all the planetary gears 213, for supporting the planetary gears 213, and converting the revolution of the planetary gears 213 into power output; the planetary gears 213 mesh with both the sun gear 214 and the ring gear 215, for transmitting power between the sun gear 214 and the ring gear 215, and usually multiple planetary gears 213 are provided, which can share the load, improve the load-bearing capacity and transmission smoothness; the sun gear 214 is connected to the input shaft (not shown in the figure), serving as the main power input end; the ring gear 215 is fixed to the gearbox housing 2 and serves as the input / output end.

[0067] In one embodiment, please refer to... Figure 1The shifting elements include a first shifting element 210 and a second shifting element 211. The transmission elements include the aforementioned planetary gear system. The first shifting element 210 has a first position, a second position, and a third position. When the first shifting element 210 is in the first position, it is located between the sun gear 214 and the ring gear 215 in the planetary gear system. When the first shifting element 210 is in the second position, it is connected to the sun gear 214. When the first shifting element 210 is in the third position, it is connected to the ring gear 215. The second shifting element 211 has a fourth position and a fifth position. When the second shifting element 211 is in the fourth position, it is located between the first motor 20 and the planet carrier 212 in the planetary gear system. When the second shifting element 211 is in the fifth position, it is connected to the planet carrier 212. Optionally, the first shifting element 210 and the second shifting element 211 can be a multi-plate clutch 6, which can connect the power of the input shaft to a transmission element in the planetary gear system (in this embodiment, the first shifting element 210 can connect the power to the sun gear 214 or the ring gear 215, and the second shifting element 211 can connect the power to the planet carrier 212); the first shifting element 210 and the second shifting element 211 can also be a one-way clutch 6, which can allow the component to rotate in a specific direction, while locking when rotating in the opposite direction. Those skilled in the art can select appropriate shifting elements according to actual conditions, and this embodiment does not limit this.

[0068] Furthermore, the transmission 2 has a first gear, a second gear, and a third gear. When the transmission 2 is in the first gear, the first shift element 210 is in the second position, and the second shift element 211 is in the fourth position, with the first motor 20 or engine 1 transmitting power to the wheels via the planetary carrier 212. When the transmission 2 is in the second gear, the first shift element 210 is in the third position, and the second shift element 211 is in the fourth position, with the first motor 20 or engine 1 transmitting power to the wheels via the planetary carrier 212. When the transmission 2 is in the third gear, the first shift element 210 is in the first position, and the second shift element 211 is in the fifth position, with the first motor 20 or engine 1 transmitting power to the wheels via the output gear 216. Thus, by moving the first shift element 210 and the second shift element 211 between different positions, the transmission 2 can switch between different gears based on different vehicle speeds to provide a suitable gear ratio, thereby balancing the vehicle's power and fuel economy requirements.

[0069] Meanwhile, the braking elements include a first braking element 217 and a second braking element 218. The first braking element 217 is connected to the sun gear 214, and when the first shift element 210 is in the third position, the first braking element 217 prevents the sun gear 214 from driving. The second braking element 218 is connected to the gear ring 215, and when the first shift element 210 is in the second position, the second braking element 218 prevents the gear ring 215 from driving. In this way, after the shift element connects power to different transmission elements, the braking element, by preventing the transmission of other parts of the transmission element, realizes the conduction of different power transmission paths. This allows for better selection of appropriate power transmission paths based on the current vehicle speed and operating conditions, providing a suitable speed ratio while ensuring sufficient power output and considering the overall vehicle economy.

[0070] Exemplary, the first braking element 217 and the second braking element 218 described above can be a multi-disc brake or a brake band. One end of the multi-disc brake is connected to the transmission element, and the other end is fixed to the gearbox housing 2. During gear shifting, it can fix a transmission element to the gearbox housing 2, preventing it from rotating, thereby forming a specific gear. The brake band needs to wrap around the outer periphery of the transmission element, and a servo mechanism applies force to tighten the brake band, thereby locking the transmission element. Those skilled in the art can select appropriate braking elements according to actual conditions; this embodiment does not impose any limitations on this.

[0071] As those skilled in the art will understand, existing hybrid vehicle systems mainly fall into two categories: gearless and multi-gear. Gearless systems are simple in structure but cannot simultaneously meet the vehicle's power and fuel economy requirements; multi-gear systems mostly employ parallel shaft structures, resulting in large size, heavy weight, complex structure, and difficult overall vehicle layout. Therefore, this embodiment uses a planetary gear system and output gear 216 to replace traditional shifting elements, achieving multi-gear switching while simplifying the overall structure, reducing the use of hydraulic systems, lowering the total weight and size of the powertrain, and achieving a balance between vehicle power and fuel economy.

[0072] Please continue to refer to this. Figure 1The power system includes a power supply 4 and a controller 5. The power supply 4 is connected to the first motor 20 and the second motor 3 respectively to supply power to the first motor 20 and the second motor 3 respectively. The controller 5 is electrically connected to the first motor 20 and the second motor 3 respectively to control the first motor 20 and the second motor 3 to enter different working modes respectively. In this embodiment, the power supply 4 can be a battery, and the controller 5 can be a microcontroller unit (MCU). The controller 5 is electrically connected to the first motor 20 and the second motor 3 respectively to control the first motor 20 and the second motor 3 to enter different working modes through electrical signals. Thus, the power system provided in this embodiment can both shift gears according to vehicle speed through the transmission control unit 22 to ensure stable power output of the vehicle, and control the motors to enter different working modes according to different operating conditions through the controller 5, thereby meeting the usage requirements of different operating conditions that may occur during use, and better balancing the power and economy requirements of the vehicle.

[0073] Please refer to Figures 2 to 5 The controller 5 controls the first motor 20 and the second motor 3 to enter pure electric mode. The power supply 4 is electrically connected to the second motor 3 and drives the second motor 3 to provide power to the wheels; alternatively, the power supply 4 is electrically connected to both the first motor 20 and the second motor 3 and drives both motors to provide power to the wheels simultaneously. Pure electric mode is mainly used for vehicle starting and low-speed driving conditions, such as urban congestion, highway congestion, and low-speed driving.

[0074] exist Figures 2 to 5 In the diagram, the green line segment represents the power transmission path, the blue line segment represents the energy (such as electrical energy) transmission path, and the red part represents the operation of the corresponding braking element.

[0075] Specifically, such as Figure 2 As shown, power supply 4 is electrically connected to the second motor 3 and drives the second motor 3 to provide power to the wheels. At this time, power supply 4 provides electrical energy to the second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used to maintain the vehicle's power output during gear shifting by transmission 2.

[0076] like Figure 3As shown, power supply 4 is electrically connected to the first motor 20 and the second motor 3, respectively, and drives the first motor 20 and the second motor 3 to simultaneously provide power to the wheels. At this time, power supply 4 provides electrical energy to the first motor 20, gearbox 2 is in the first gear position, the first shift element 210 is in the second position and is powered by the sun gear 214, the second shift element 211 is in the fourth position, located between the second motor 3 and the planetary carrier 212, and the second braking element 218 prevents the gear ring 215 from driving. The power generated by the rotation of the first motor 20 is transmitted outward to the wheels via the sun gear 214, planetary gears 213, and planetary carrier 212; simultaneously, power supply 4 provides electrical energy to the second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used for low-speed driving, urban congestion, or hill-start congestion. When gearbox 2 is in the first gear position, the speed ratio is large, the output speed is low, and it can provide greater torque.

[0077] like Figure 4 As shown, power supply 4 is electrically connected to the first motor 20 and the second motor 3, respectively, and drives the first motor 20 and the second motor 3 to simultaneously provide power to the wheels. At this time, power supply 4 provides electrical energy to the first motor 20, gearbox 2 is in the second gear position, the first shift element 210 is in the third position and is powered by the ring gear 215, the second shift element 211 is in the fourth position, located between the second motor 3 and the planetary carrier 212, and the first braking element 217 prevents the sun gear 214 from driving. The power generated by the rotation of the first motor 20 is transmitted outward to the wheels via the ring gear 215, planetary gears 213, and planetary carrier 212. Simultaneously, power supply 4 provides electrical energy to the second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used for low-speed driving, urban congestion, or hill-start congestion. When gearbox 2 is in the second gear, the speed ratio is large, the output speed is low, and it can provide greater torque.

[0078] like Figure 5 As shown, power supply 4 is electrically connected to the first motor 20 and the second motor 3, respectively, and drives the first motor 20 and the second motor 3 to simultaneously provide power to the wheels. At this time, power supply 4 provides electrical energy to the first motor 20, the gearbox 2 is in the third gear, the first shift element 210 is in the first position, located between the sun gear 214 and the ring gear 215, and the second shift element 211 is in the fifth position, electrically connected to the planetary carrier 212. The power generated by the rotation of the first motor 20 is transmitted outward to the wheels via the planetary carrier 212 and the output gear 216. Simultaneously, power supply 4 provides electrical energy to the second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used for vehicle starting conditions. When the gearbox 2 is in the third gear, the speed ratio is small, the output torque is low, but it can provide a higher speed to increase vehicle speed.

[0079] Please refer to Figures 6 to 8The power system includes a clutch 6, through which the engine 1 is connected to the gearbox 2. The controller 5 controls the second motor 3 to enter parallel mode. The power supply 4 is electrically connected to the second motor 3 and drives it to provide power to the wheels. Simultaneously, the clutch 6 is engaged, and the generator provides power to the wheels through the transmission elements. In parallel mode, the engine 1 and the second motor 3 jointly output power to the wheels, primarily used for conditions such as heavy loads, full-load starts, driving on flat roads or climbing hills, vehicle extrication from difficult situations, and high-speed acceleration for overtaking.

[0080] exist Figures 6 to 8 In the diagram, the green line segment represents the power transmission path, the blue line segment represents the energy (such as electrical energy) transmission path, and the red part represents the operation of the corresponding braking element.

[0081] Specifically, such as Figure 6 As shown, clutch 6 is engaged, gearbox 2 is in first gear, first shift element 210 is in second position and connected to sun gear 214, second shift element 211 is in fourth position, located between second motor 3 and planetary carrier 212, and second braking element 218 disables the transmission of ring gear 215. The power generated by engine 1 is transmitted to the wheels via clutch 6, sun gear 214, planetary gear 213, and planetary carrier 212. Simultaneously, power supply 4 provides electrical energy to second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used for low-speed climbing under full load. When gearbox 2 is in first gear, the gear ratio is large and the output speed is low, which can provide greater torque. Furthermore, engine 1 and second motor 3 drive the wheels synchronously to provide better power.

[0082] like Figure 7 As shown, clutch 6 is engaged, gearbox 2 is in second gear, first shift element 210 is in third position and connected to ring gear 215, second shift element 211 is in fourth position, located between second motor 3 and planetary carrier 212, first braking element 217 prevents sun gear 214 from driving, and the power generated by engine 1 is transmitted to the wheels via clutch 6, ring gear 215, planetary gears 213 and planetary carrier 212; simultaneously, power supply 4 provides electrical energy to second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used for low-speed climbing under full load. When gearbox 2 is in second gear, the speed ratio is large and the output speed is low, which can provide greater torque, and engine 1 and second motor 3 drive the wheels synchronously to provide better power.

[0083] like Figure 8As shown, clutch 6 is engaged, gearbox 2 is in third gear, first shift element 210 is in the first position, located between sun gear 214 and ring gear 215, and second shift element 211 is in the fifth position, connected to planetary carrier 212. The power generated by engine 1 is transmitted to the wheels via clutch 6, planetary carrier 212 and output gear 216. Simultaneously, power supply 4 provides electrical energy to second motor 3, which rotates and directly outputs power to the wheels. This mode is mainly used in high-speed conditions, such as high-speed acceleration and overtaking. When gearbox 2 is in third gear, the gear ratio is small and the output torque is low, but it can provide a higher speed to increase the vehicle speed. At this time, engine 1 is the main drive, and if there is a gentle slope, second motor 3 supplements the power output.

[0084] Please refer to Figures 9 to 11 The power system includes a clutch 6, through which the engine 1 is connected to the gearbox 2. The controller 5 controls the first motor 20 to enter the direct drive mode of the engine 1. When the clutch 6 is closed, the engine 1 provides power to the wheels through the transmission elements. The direct drive mode of the engine 1 is mainly used for vehicles that are unloaded or lightly loaded, and operate at medium to high speeds, such as on highways and elevated roads.

[0085] exist Figures 9 to 11 In the diagram, the green line segment represents the power transmission path, the blue line segment represents the energy (such as electrical energy) transmission path, and the red part represents the operation of the corresponding braking element.

[0086] Specifically, such as Figure 9 As shown, clutch 6 is engaged, engine 1 is the sole power source, gearbox 2 is in first gear, first shift element 210 is in second position and connected to sun gear 214, second shift element 211 is in fourth position, located between second motor 3 and planetary carrier 212, and second braking element 218 disables the transmission of ring gear 215. The power generated by engine 1 is transmitted to the wheels via clutch 6, sun gear 214, planetary gears 213 and planetary carrier 212. This mode is mainly used when unloaded, lightly loaded, and at speeds above 70 km / h. Since engine 1 is more efficient at high speeds, first gear is generally not used in this mode, but it can be used when climbing hills or other conditions requiring high torque.

[0087] like Figure 10As shown, clutch 6 is engaged, engine 1 is the sole power source, gearbox 2 is in second gear, first shift element 210 is in third position and connected to ring gear 215, second shift element 211 is in fourth position, located between second motor 3 and planetary carrier 212, and first braking element 217 disables the transmission of sun gear 214. The power generated by engine 1 is transmitted to the wheels via clutch 6, ring gear 215, planetary gears 213, and planetary carrier 212. This mode is mainly used when unloaded, lightly loaded, and at speeds above 70 km / h. Since engine 1 is more efficient at high speeds, second gear is generally not used in this mode, but it can be used when climbing hills or other conditions requiring high torque.

[0088] like Figure 11 As shown, clutch 6 is engaged, engine 1 serves as the sole power source, and gearbox 2 is in third gear. The first shift element 210 is in the first position, located between the sun gear 214 and the ring gear 215. The second shift element 211 is in the fifth position, connected to the planetary carrier 212. The power generated by engine 1 is transmitted to the wheels via clutch 6, planetary carrier 212, and output gear 216. This mode can be used to maintain vehicle operation in special circumstances such as power supply 4 failure or power outage. In this case, since engine 1 is more efficient at high speeds, it is used in conjunction with the third gear of gearbox 2 to increase vehicle speed.

[0089] Please refer to Figure 12 The power system includes a clutch 6, through which the engine 1 is connected to the gearbox 2. The controller 5 controls the second motor 3 to enter series mode. When the clutch 6 is closed, the engine 1 drives the first motor 20 to generate electricity, which is then electrically connected to the second motor 3 via the power supply 4 to drive the second motor 3 to provide power to the wheels. Series mode is mainly used at low to medium vehicle speeds when the power supply 4 has insufficient or low power. In this mode, the engine 1 and the first motor 20 are only used to generate electricity to supply power to the power supply 4 and the second motor 3.

[0090] exist Figure 12 In the diagram, green lines represent power transmission paths, and blue lines represent energy (such as electrical energy) transmission paths.

[0091] Specifically, such as Figure 12As shown, when clutch 6 is engaged, engine 1 drives first motor 20 to rotate and generate electricity. First motor 20 is electrically connected to power source 4, and the electrical energy generated by the rotation of first motor 20 is transferred to power source 4. Simultaneously, power source 4 is electrically connected to second motor 3, and power source 4 outputs electrical energy to second motor 3 to drive second motor 3 to generate kinetic energy, which is then directly output to the wheels. In this mode, engine 1 and first motor 20 are only used for generating electricity, while second motor 3 is used to provide power to the wheels. Thus, the power system provided in this embodiment can simultaneously drive and generate electricity, thereby breaking the limitation of existing power systems that are structurally restricted and cannot simultaneously drive and generate electricity.

[0092] Please refer to Figure 13 The controller 5 controls the second motor 3 to enter the regenerative braking mode. The wheels are connected to the second motor 3, and the power from the wheels drives the second motor 3 to generate electricity. The second motor 3 is electrically connected to the power source 4, and the electrical energy generated by the second motor 3 is stored in the power source 4. The regenerative braking mode is mainly used to recover kinetic energy and charge the power source 4 when the vehicle decelerates.

[0093] exist Figure 13 In the diagram, the red line segment represents the energy recovery path, and the blue line segment represents the energy (such as electrical energy) transfer path.

[0094] Specifically, such as Figure 13 As shown, the wheel is connected to the second motor 3, and the power of the wheel is reflected back to the second motor 3, driving the second motor 3 to generate electricity. The second motor 3 is electrically connected to the power source 4, and the electrical energy generated by the second motor 3 is stored in the power source 4. In this way, by recovering the power of the wheel and converting it into electrical energy and storing it in the power source 4, energy can be recovered and energy consumption can be reduced. On the other hand, it can also prevent the power source 4 from being completely depleted and unable to use electrical energy to drive the vehicle, thereby improving the overall vehicle economy.

[0095] Exemplary, the powertrain includes a gear transmission element 7 and a differential 8; the differential 8 is connected to the wheels for distributing power to them; the second motor 3 is connected to the differential 8 via the gear transmission element 7, and the first motor 20 or engine 1 is connected to the differential 8 via the gearbox 2. As will be understood by those skilled in the art, the powertrain typically includes a reduction gear (not shown in the figure) and a differential 8. The reduction gear, through gear meshing, converts the high-speed, low-torque output from the engine 1 or motor into the low-speed, high-torque required by the wheels; while the differential 8, by dynamically distributing speeds, allows the wheels to rotate at different speeds, ensuring that the tires do not slip when the vehicle is turning or driving on uneven surfaces, thus maintaining driving stability. In this embodiment, the power from the first motor 20 or engine 1, after being transmitted outward via the planetary gear system and output gear 216, still needs to pass through the reduction gear and differential 8 before being transmitted to the wheels. Similarly, the power output from the second motor 3, after being transmitted outward via the gear transmission element 7, also needs to pass through the reduction gear and differential 8 before being transmitted to the wheels. The deceleration mechanism and differential work together to ensure the vehicle's efficient, stable, and safe operation.

[0096] As an optional embodiment, the gear transmission element 7 includes a first driving gear 70, a driven gear 71, and a second driving gear 72. One end of the first driving gear 70 is connected to the second motor 3, the driven gear 71 meshes with the first driving gear 70 and the second driving gear 72, and one end of the second driving gear 72 is connected to the reduction mechanism and the differential 8. The kinetic energy generated by the second motor 3 is transmitted outward through the first driving gear 70, the driven gear 71, and the second driving gear 72 in sequence, and finally transmitted to the wheels after passing through the reduction mechanism and the differential 8.

[0097] To address the aforementioned technical problems, this utility model also provides a vehicle including the power system described above. Thus, by using the aforementioned power system, the second motor 3 maintains the vehicle's power output during gear shifting, preventing power interruption during gear shifting, thereby improving overall vehicle performance and enhancing the user experience.

[0098] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications or equivalent substitutions made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A power system, characterized by, include: engine; The gearbox includes a first motor and a shift assembly, wherein the first motor is connected to the engine and the wheels respectively via the shift assembly; The gear shifting assembly is used to switch gears while the vehicle is in motion; A second motor, connected to the wheel, is used to provide power to the wheel when the shift assembly changes gears.

2. The power system of claim 1, wherein, The shift assembly includes: a shift element, a transmission element, and a braking element; The first motor and the engine are respectively connected to the transmission element; The shifting element is movable and can be connected to different transmission elements; The braking element is connected to the transmission element and is used to disable the transmission of part of the transmission element; The shifting element and the braking element cooperate to realize the power transmission between the first motor or the engine and the wheel.

3. The power system of claim 2, wherein, The power system includes: a power source and a controller; The power supply is connected to the first motor and the second motor respectively to supply power to the first motor and the second motor respectively; The controller is electrically connected to the first motor and the second motor respectively, so as to control the first motor and the second motor to enter different working modes respectively.

4. The power system of claim 3, wherein, The controller controls the first motor and the second motor to enter pure electric mode. The power supply is electrically connected to the second motor and drives the second motor to provide power to the wheels. Alternatively, the power source can be electrically connected to the first motor and the second motor respectively, and drive the first motor and the second motor to simultaneously provide power to the wheels.

5. The power system of claim 3, wherein, The powertrain includes a clutch, and the engine is connected to the gearbox via the clutch; The controller controls the second motor to enter parallel mode, the power supply is electrically connected to the second motor and drives the second motor to provide power to the wheels, at the same time, the clutch is engaged, and the engine provides power to the wheels through the transmission element.

6. The power system of claim 3, wherein, The powertrain includes a clutch, and the engine is connected to the gearbox via the clutch; The controller controls the first motor to enter the engine direct drive mode, the clutch is engaged, and the engine provides power to the wheels through the transmission element.

7. The power system of any one of claims 4-6, wherein, The shifting element includes a first shifting element and a second shifting element, and the transmission element includes a planetary gear system and an output gear; The first shifting element has a first position, a second position, and a third position. When the first shifting element is in the first position, it is located between the sun gear and the ring gear in the planetary gear system. When the first shifting element is in the second position, it is connected to the sun gear. When the first shifting element is in the third position, it is connected to the ring gear. The second shifting element has a fourth position and a fifth position. When the second shifting element is in the fourth position, it is located between the first motor and the planet carrier in the planetary gear system. When the second shifting element is in the fifth position, it is connected to the planet carrier. The gearbox has a first gear, a second gear, and a third gear; When the gearbox is in the first gear, the first shift element is in the second position, the second shift element is in the fourth position, and the first motor or the engine transmits power to the wheels through the planetary carrier. When the gearbox is in the second gear, the first shift element is in the third position, the second shift element is in the fourth position, and the first motor or the engine transmits power to the wheels through the planetary carrier; When the gearbox is in the third gear, the first shift element is in the first position, the second shift element is in the fifth position, and the first motor or the engine transmits power to the wheels through the output gear.

8. The power system of claim 7, wherein, The braking element includes a first braking element and a second braking element; The first braking element is connected to the sun gear, and when the first shifting element is in the third position, the first braking element prohibits the sun gear from driving. The second braking element is connected to the gear ring, and when the first shifting element is in the second position, the second braking element prohibits the gear ring from driving.

9. The power system of claim 3, wherein, The powertrain includes a clutch, and the engine is connected to the gearbox via the clutch; The controller controls the second motor to enter series mode, the clutch is closed, the engine drives the first motor to generate electricity, and the power source is electrically connected to the second motor to drive the second motor to provide power to the wheels.

10. The power system of claim 3, wherein, The controller controls the second motor to enter the braking energy recovery mode. The wheel is connected to the second motor, and the power of the wheel drives the second motor to generate electricity. The second motor is electrically connected to the power source, and the electrical energy generated by the second motor is stored in the power source.

11. The power system of claim 1, wherein, The power system includes gear transmission components and a differential; The differential is connected to the wheel and is used to distribute power to the wheel; The second motor is connected to the differential via the gear transmission element, and the first motor or the engine is connected to the differential via the gearbox.

12. A vehicle characterized by comprising: Includes the power system as described in any one of claims 1 to 11.

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