Vehicle powertrain and vehicle

Abstract

The utility model relates to vehicle transmission technical field discloses a kind of vehicle power system and vehicle, comprising: casing, is equipped with clutch control flow passage;Input shaft, rotatably be equipped in casing, input shaft is connected with engine transmission;Output shaft, rotatably be equipped in casing, output shaft is connected with wheel;One-way clutch, one-way clutch is in the combined state input shaft to output shaft transmission torque, one-way clutch is in the separation state input shaft stops to output shaft transmission torque;Piston assembly, along the axial movement of input shaft, piston assembly is suitable for under the hydraulic drive in clutch control flow passage one-way clutch from separation state switches to combined state;First motor, be equipped in casing, first motor includes first motor shaft, first motor shaft is connected with output shaft transmission. Vehicle power system not only can realize engine direct drive, and simple structure, high space utilization.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology, specifically to a vehicle power system and a vehicle. Background Technology

[0002] Vehicles typically have two modes: engine direct drive and pure electric drive. When driving in pure electric mode, the torque transmission between the engine and the wheels needs to be disconnected. When driving in engine direct drive mode, torque transmission between the engine and the wheels is required to transfer the engine's power to the wheels.

[0003] In related technologies, a clutch system is required in the transmission path between the engine and the wheels. However, the clutch system is large in size, has a complex structure, and requires a lot of space. Utility Model Content

[0004] One objective of this utility model is to provide a vehicle power system to solve the problems of large size, complex structure, and large space requirement of the clutch system in the prior art; the second objective is to provide a vehicle.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A vehicle powertrain system includes: a housing having a clutch control channel; an input shaft rotatably disposed in the housing, the input shaft being adapted for transmission connection to an engine; an output shaft rotatably disposed in the housing, the output shaft being adapted for connection to a wheel; a one-way clutch sleeved on the input shaft, the one-way clutch transmitting torque from the input shaft to the output shaft in an engaged state, and the one-way clutch stopping the transmission of torque from the input shaft to the output shaft in a disengaged state; a piston assembly sleeved on the input shaft, the piston assembly being movable along the axial direction of the input shaft, the piston assembly being adapted to switch the one-way clutch from the disengaged state to the engaged state under hydraulic drive within the clutch control channel; and a first motor disposed within the housing, the first motor including a first motor shaft, the first motor shaft being transmissionally connected to the output shaft.

[0006] According to the aforementioned technical means, when the first motor is running and the one-way clutch is disengaged, the first motor shaft drives the output shaft to rotate, which is the pure electric drive mode; when the first motor is running and the one-way clutch is engaged, the first motor shaft and the input shaft jointly drive the output shaft to rotate, which is the hybrid mode; when the first motor is not running and the one-way clutch is engaged, the input shaft drives the output shaft to rotate, which is the engine direct drive mode. The vehicle powertrain has at least three drive modes, increasing the vehicle's versatility. Under normal conditions, the clutch control passage is not filled with oil, and the one-way clutch remains disengaged. When oil is added to the clutch control passage, it pushes the piston assembly to apply pressure to the one-way clutch, causing it to engage and connect the input and output shafts. At this time, the engine's power is transmitted to the output shaft through the input shaft and the one-way clutch. Thus, by using the one-way clutch, not only can the engine direct drive function be achieved, but the output shaft also does not transmit torque to the input shaft, preventing engine damage. By using the clutch control flow channel on the housing to drive the piston assembly to move, it is possible not only to control the switching of the one-way clutch between the disengaged and engaged states, but also to reduce the space required, simplify the structure, facilitate the layout, and reduce costs.

[0007] Furthermore, the vehicle powertrain system also includes: a first lifting gear, which is operatively connected to the input shaft. The first lifting gear is located on the side of the one-way clutch facing the piston assembly. The first lifting gear has a through hole. The piston assembly includes a pawl, which passes through the through hole. The pawl is adapted to press against the one-way clutch under hydraulic drive within the clutch control channel, so that the one-way clutch switches from the disengaged state to the engaged state. A second motor is disposed within the housing. The second motor includes a second motor shaft and a second lifting gear. The second lifting gear is operatively connected to the second motor shaft, and the second lifting gear meshes with the first lifting gear.

[0008] Based on the above technical means, it is possible to achieve the cooperation between the one-way clutch and the piston assembly, and to avoid the piston assembly interfering with the meshing of the first and second speed-up gears. The structure is simple and occupies little space.

[0009] Furthermore, the piston assembly includes: a bracket sleeved on the input shaft, the pawl being connected to the bracket on the side facing the first speed-up gear; and a piston sleeved on the input shaft, the piston being located on the side of the bracket away from the first speed-up gear, at least a portion of the piston being elastic, and the elastic portion of the piston covering the clutch control flow channel.

[0010] Based on the above technical means, the pawl is constructed on the bracket, which can ensure that the pawl has sufficient rigidity and ensure the transmission efficiency between the piston assembly and the one-way clutch. The piston can not only push the bracket to apply pressure to the one-way clutch, but also deform to absorb a certain amount of pressure, so as to avoid the bracket and the one-way clutch being damaged due to excessive force. It can also form an elastic seal for the clutch control flow channel, prevent oil leakage, and improve the sealing effect of the clutch control flow channel.

[0011] Furthermore, the piston assembly also includes a piston bearing, which is sleeved on the input shaft and located between the piston and the bracket, so that the piston and the bracket can rotate relative to each other.

[0012] Based on the above technical means, it is possible to achieve synchronous axial displacement between the piston and the support along the input shaft, while avoiding mutual friction between the piston and the support, enabling relative rotation between the piston and the support, reducing wear on the piston and the support, and extending service life.

[0013] Furthermore, the piston includes: a skeleton; an elastic element sleeved on the outer surface of the skeleton, the elastic element covering the clutch control flow channel.

[0014] According to the above technical means, the inner circumferential surface of the elastic element and the outer circumferential surface of the input shaft can be sealed together, and the outer circumferential surface of the elastic element and the housing can be sealed together, thereby improving the sealing effect of the elastic element on the clutch control flow channel. In addition, the skeleton can support the shape of the elastic element, ensuring the installation stability of the piston and the sealing reliability of the clutch control flow channel.

[0015] Furthermore, the vehicle power system also includes: a rotary bearing sleeved on the input shaft; a first gear sleeved on the rotary bearing, the first gear being located on the side of the one-way clutch opposite to the piston assembly, the one-way clutch being in the engaged state where the first gear is drivingly connected to the input shaft, and in the disengaged state where the one-way clutch is in the disengaged state where the first gear is disengaged from the input shaft; and a second gear drivingly connected to the output shaft, the second gear meshing with the first gear.

[0016] According to the above technical means, the rotary bearing can both fix the relative position between the first gear and the input shaft and ensure that the first gear and the input shaft can rotate relative to each other.

[0017] Furthermore, the vehicle power system also includes a third gear, which is sleeved on the first motor shaft, and the third gear is connected to the first motor shaft in a transmission manner, and the third gear meshes with the first gear.

[0018] According to the above-mentioned technical means, the first motor shaft and the input shaft are both driven to rotate by the first gear, eliminating the need to set an additional gear on the output shaft to cooperate with the third gear. This not only reduces cost and weight, but also shortens the length of the output shaft, which is beneficial to reducing the volume of the vehicle power system and the space layout within the housing.

[0019] Furthermore, the first motor is an asynchronous motor.

[0020] Based on the above technical means, on the one hand, asynchronous motors have high reliability and relatively low cost, and can provide sufficient power and torque to meet the vehicle's power requirements. On the other hand, when the first motor is not running but the vehicle is moving, the output shaft drives the second gear to rotate the third gear. At this time, the rotation of the first motor shaft will generate drag loss. The drag loss generated by the asynchronous motor is less than that generated by the synchronous motor, thus reducing the overall vehicle energy consumption.

[0021] A vehicle includes: an engine; as described above, a vehicle powertrain system, wherein the input shaft is drive-connected to the engine.

[0022] Furthermore, the vehicle includes: a third motor having a third motor shaft, one of the third motor shaft and the input shaft being drive-connected to the front wheel and the other being drive-connected to the rear wheel; a cooling and lubrication system including a control valve, a first coolant passage and a second coolant passage, the first coolant passage facing the vehicle power system and the second coolant passage facing the third motor, the control valve being used to control the opening and closing of the first coolant passage and the second coolant passage.

[0023] Based on the above-mentioned technical means, it is possible not only to switch between four-wheel drive mode and two-wheel drive mode, but also to independently control the cooling of the first motor, the second motor and the third motor, thereby reducing energy consumption while ensuring the cooling effect.

[0024] The beneficial effects of this utility model are: (1) When the first motor is running and the one-way clutch is disengaged, the first motor shaft drives the output shaft to rotate, which is the pure electric drive mode; when the first motor is running and the one-way clutch is engaged, the first motor shaft and the input shaft jointly drive the output shaft to rotate, which is the hybrid mode; when the first motor is not running and the one-way clutch is engaged, the input shaft drives the output shaft to rotate, which is the engine direct drive mode. The vehicle power system has at least three drive modes, increasing the applicability of the vehicle. Under normal conditions, the clutch control flow channel is not filled with oil, and the one-way clutch remains in the disengaged state. When oil is filled into the clutch control flow channel, it pushes the piston assembly to move to apply pressure to the one-way clutch, and the one-way clutch switches to the engaged state to realize the transmission connection between the input shaft and the output shaft. At this time, the engine power is transmitted to the output shaft through the input shaft and the one-way clutch. In this way, by using the one-way clutch, not only can the engine direct drive function be realized, but the output shaft will not transmit torque to the input shaft, avoiding damage to the engine. By using the clutch control flow channel on the housing to drive the piston assembly to move, it is possible not only to control the switching of the one-way clutch between the disengaged and engaged states, but also to reduce the space required, simplify the structure, facilitate the layout, and reduce costs.

[0025] (2) It can achieve the cooperation between the one-way clutch and the piston assembly, and can also avoid the piston assembly from interfering with the meshing of the first speed-up gear and the second speed-up gear. It has a simple structure and occupies little space.

[0026] (3) By mounting the pawl on the bracket, the pawl can be made to have sufficient rigidity to ensure the transmission efficiency between the piston assembly and the one-way clutch. The piston can not only push the bracket to apply pressure to the one-way clutch, but also deform to absorb a certain amount of pressure, so as to avoid the bracket and the one-way clutch being damaged due to excessive force. It can also form an elastic seal on the clutch control channel to avoid oil leakage and improve the sealing effect of the clutch control channel.

[0027] (4) It can achieve synchronous axial displacement between the piston and the support along the input shaft, and avoid friction between the piston and the support, so as to achieve relative rotation between the piston and the support, reduce wear of the piston and the support, and extend service life.

[0028] (5) The inner circumferential surface of the elastic element and the outer circumferential surface of the input shaft can be sealed together, and the outer circumferential surface of the elastic element and the housing can be sealed together, thereby improving the sealing effect of the elastic element on the clutch control channel. The skeleton can support the shape of the elastic element, ensuring the installation stability of the piston and the sealing reliability of the clutch control channel.

[0029] (6) The rotating bearing can fix the relative position between the first gear and the input shaft, and also ensure that the first gear and the input shaft can rotate relative to each other.

[0030] (7) The first motor shaft and the input shaft are driven to rotate by the first gear. There is no need to set an additional gear on the output shaft to cooperate with the third gear. This not only reduces cost and weight, but also shortens the length of the output shaft, which is beneficial to reducing the volume of the vehicle power system and the space layout inside the housing.

[0031] (8) On the one hand, asynchronous motors have high reliability and relatively low cost, and can provide sufficient power and torque to meet the vehicle's power requirements. On the other hand, when the first motor is not running but the vehicle is moving, the output shaft drives the second gear to rotate the third gear. At this time, the rotation of the first motor shaft will generate drag loss. The drag loss generated by the asynchronous motor is less than that generated by the synchronous motor, thus reducing the energy consumption of the whole vehicle.

[0032] (9) It can not only switch between four-wheel drive mode and two-wheel drive mode, but also control the cooling of the first motor, the second motor and the third motor separately, so as to reduce energy consumption while ensuring the cooling effect. Attached Figure Description

[0033] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0034] Figure 1 This is an exploded view of the vehicle power system in an embodiment of this utility model.

[0035] Figure 2 This is an exploded view of the shell in an embodiment of this utility model.

[0036] Figure 3 This is an exploded view of the input shaft, clutch, first gear, second gear, and bracket in an embodiment of this utility model.

[0037] Figure 4 This is a schematic diagram of the structure of the first motor in an embodiment of this utility model.

[0038] Figure 5 This is a schematic diagram of the connection of the second motor in an embodiment of this utility model.

[0039] Figure 6 This is a schematic diagram of the output shaft in an embodiment of this utility model.

[0040] Figure 7 This is a schematic diagram of the differential in an embodiment of this utility model.

[0041] Figure 8 This is a schematic diagram of the structure of the electronic control system in an embodiment of this utility model.

[0042] Figure 9 This is a schematic diagram of the cooling and lubrication system in an embodiment of this utility model.

[0043] Explanation of reference numerals in the attached figures: 1. Vehicle powertrain system; 100. Housing; 110. Left housing; 120. Right housing; 130. Left end cover; 140. Electrical control housing; 150. Top cover; 160. Electrical control system; 161. Power module assembly; 162. DC copper busbar assembly; 163. Fuse; 164. Air conditioning module assembly; 165. In-vehicle air conditioning socket; 166. PTC heater socket; 167. Low-voltage connection harness; 168. Filter assembly; 200, Input shaft; 210, First gear; 211, Through hole; 220, First bearing; 230, First speed-up gear; 240, Rotary bearing; 300. One-way clutch; 400. Piston assembly; 401. Claw; 410. Bracket; 420. Piston; 430. Piston bearing; 500, Output shaft; 510, Second gear; 520, Third bearing; 600, First motor; 610, First motor shaft; 611, Third gear; 612, First main shaft; 613, First gear shaft; 620, First rotor; 630, First stator; 640, Thermal collar; 650, First resolver rotor; 660, Second bearing; 700, Second motor; 710, Second motor shaft; 711, Second speed-increasing gear; 712, Second main shaft; 713, Second gear shaft; 720, Second rotor; 730, Second stator; 740, Second resolver rotor; 750, Fourth bearing; 800. Differential; 810. Differential housing; 820. Half-shaft gear; 830. Planetary gear; 840. Planetary gear shaft; 850. Main reduction gear; 860. Differential bearing; 900 Cooling and lubrication system; 910 Filter; 920 Hydraulic module; 921 Clutch control valve; 922 Oil circuit control valve; 930 Low-voltage connection wire; 940 Clutch oil tank oil supply pipe; 950 Engine direct drive gear set fuel injection pipe; 960 Main fuel injection pipe; 970 Electronic oil pump; 980 Oil cooler. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0045] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0046] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0047] The following is combined Figures 1 to 9 The following describes embodiments of the present invention.

[0048] This utility model embodiment proposes a vehicle power system 1, which includes a housing 100, an input shaft 200, a one-way clutch 300, a piston assembly 400, an output shaft 500, and a first motor 600.

[0049] The housing 100 is provided with a clutch control flow channel. An input shaft 200 is rotatably mounted on the housing 100 and is adapted for transmission connection with an engine. An output shaft 500 is rotatably mounted on the housing 100 and is transmissionally connected to a piston assembly 400. The output shaft 500 is adapted for connection with a wheel. A one-way clutch 300 is sleeved on the input shaft 200. In the engaged state, the one-way clutch 300 transmits torque from the input shaft 200 to the output shaft 500. In the disengaged state, the one-way clutch 300 stops transmitting torque from the input shaft 200 to the output shaft 500. Specifically, the one-way clutch 300 may include a first transmission part and a second transmission part. The first transmission part is connected to the input shaft 200, and the second transmission part is connected to the output shaft 500. The one-way clutch 300 switches between an engaged state and a disengaged state. When the one-way clutch 300 is engaged, the first transmission part and the second transmission part are connected, and the power of the input shaft 200 is transmitted to the output shaft 500 through the one-way clutch 300. When the one-way clutch 300 is disengaged, the first transmission part and the second transmission part are disconnected, and the one-way clutch 300 stops transmitting the power of the input shaft 200 to the output shaft 500.

[0050] The piston assembly 400 is sleeved on the input shaft 200 and is movable along the axial direction of the input shaft 200. The piston assembly 400 covers the clutch control flow channel. Under the hydraulic drive within the clutch control flow channel, the piston assembly 400 can abut against the one-way clutch 300 to control the one-way clutch 300 to switch from the disengaged state to the engaged state. That is, the one-way clutch 300 allows the input shaft 200 to transmit torque to the output shaft 500 and prevents the output shaft 500 from transmitting torque to the input shaft 200. The first motor 600 is disposed within the housing 100 and includes a first motor shaft 610, which is drively connected to the output shaft 500.

[0051] For example, the one-way clutch 300 may have a reset structure inside, such as a spring or torsion spring. When the clutch control flow channel is filled with fluid and the hydraulic pressure in the clutch control flow channel increases, it pushes the piston assembly 400 to move closer to the one-way clutch 300. The piston assembly 400 applies pressure to the one-way clutch 300, and the elastic reset structure deforms under the force. At this time, the first transmission part and the second transmission part are connected. When the clutch control flow channel is drained and the hydraulic pressure in the clutch control flow channel decreases, the piston assembly 400 stops applying pressure to the one-way clutch 300, and the elastic reset structure returns to its original shape under the action of elasticity. At this time, the transmission connection between the first transmission part and the second transmission part stops.

[0052] The vehicle power system 1 also includes a clutch retainer ring, which is connected to the one-way clutch 300 and the input shaft 200. The clutch retainer ring limits the relative position between the one-way clutch 300 and the input shaft 200, ensuring that the one-way clutch 300 and the input shaft 200 can rotate synchronously.

[0053] For example, such as Figure 1 and Figure 2 As shown, the housing 100 can protect and fix the internal components. The housing 100 includes a left housing 110, a right housing 120, a left end cover 130, an electronic control housing 140, and an upper cover plate 150. The left housing 110 and the right housing 120 can both be constructed as irregular structures. The left housing 110 has a first opening and a second opening in the left-right direction, and the right housing 120 has a third opening and a fourth opening in the left-right direction. The first opening is approximately elliptical. The left end cover 130 is fitted and sealed to the left housing 110, and the left end cover 130 covers the first opening. The left housing 110 and the right housing 120 are fitted and sealed to each other. The second opening and the third opening are connected. The second opening and the third opening are constructed as fitting non-disc shapes. The engine is fitted and connected to the right housing 120, and the engine covers the fourth opening, which is approximately disc-shaped. The top of the left housing 110 has a rectangular opening. The electrical control housing 140 is fitted and sealed to the left housing 110. The electrical control housing 140 covers the rectangular opening. The top of the electrical control housing 140 has an irregular opening. The upper cover plate 150 is fitted and sealed to the electrical control housing 140. The upper cover plate 150 covers the irregular opening.

[0054] like Figure 8 As shown, the electronic control housing 140 houses an electronic control system 160, which includes a power module assembly 161, a DC copper busbar assembly 162, a fuse 163, an air conditioning module assembly 164, an in-vehicle air conditioning socket 165, a PTC heater socket 166, a low-voltage connection harness 167, and a filter assembly 168.

[0055] The power module assembly 161 integrates a dual-motor (first motor 600 and second motor 700 as described below) control board, a dual-motor drive board, an IGBT module, and a cooling module. Both the dual-motor control board and the dual-motor drive board utilize a single-board design, improving integration and space utilization. The air conditioning module assembly 164 integrates the control functions of the vehicle's air conditioning and PTC heater. One end of the air conditioning module assembly 164 is bolted to the vehicle's air conditioning socket 165 and the PTC heater socket 166. The other end of the air conditioning module assembly 164 is connected to the power module assembly 161 via a DC copper busbar assembly 162, enabling high-voltage circuit connection. The power module assembly 161 and the air conditioning module assembly 164 are also connected to the low-voltage circuit via a low-voltage connection harness 167. A fuse 163 is installed within the DC copper busbar assembly 162 for overcurrent protection. The filter assembly 168 has a magnetic ring and is located below the power module assembly 161. One end of the filter assembly 168 is connected to the power module assembly 161 by bolts, and the other end of the filter assembly 168 is connected to the DC harness of the vehicle battery.

[0056] In this way, the electronic control system 160 integrates two control modules: the power module component 161 and the air conditioning module component 164, which improves integration and space utilization, and helps to reduce the overall vehicle cost.

[0057] like Figure 3 As shown, multiple first bearings 220 are sleeved on the input shaft 200. The first bearings 220 are installed on the housing 100. The multiple first bearings 220 are arranged at intervals along the axial direction of the input shaft 200 to realize the positioning and relative rotation of the input shaft 200 and the housing 100. The first bearings 220 can be low-friction deep groove ball bearings to improve transmission efficiency.

[0058] like Figure 4As shown, the first motor 600 also includes a first rotor 620, a first stator 630, a heat-shrinking ring 640, a first resolver rotor 650, and multiple second bearings 660. The first stator 630 is installed inside the left housing 110, and the first stator 630 and the left housing 110 are interference-fitted. An oil passage is defined between the first stator 630 and the left housing 110 to ensure more uniform cooling of the first stator 630, improving the performance of the first motor 600 and reducing the number of components such as fuel injection pipes and fuel injection rings, thus lowering costs. The outer circumferential surface of the first motor shaft 610 may be provided with a keyway, and the inner circumferential surface of the first rotor 620 may be provided with a flat key. The first rotor 620 is fitted onto the first motor shaft 610, and the flat key fits into the keyway, serving to transmit torque. The heat-shrinking ring 640 and the first resolver rotor 650 are fitted onto the first motor shaft 610, and both the heat-shrinking ring 640 and the first resolver rotor 650 can be interference-fitted with the first motor shaft 610. The second bearing 660 is sleeved on the first motor shaft 610. Multiple second bearings 660 are spaced apart along the axial direction of the first motor shaft 610. The second bearings 660 are installed on the housing 100. All of the multiple second bearings 660 are low-friction deep groove ball bearings to improve transmission efficiency.

[0059] like Figure 6 As shown, multiple third bearings 520 are sleeved on the output shaft 500. The third bearings 520 are installed on the housing 100. The multiple third bearings 520 are arranged at intervals along the axial direction of the output shaft 500 to realize the positioning and relative rotation of the output shaft 500 and the housing 100. The third bearings 520 can be low-friction deep groove ball bearings to improve transmission efficiency.

[0060] In this invention, when the first motor 600 is running and the one-way clutch 300 is disengaged, the first motor shaft 610 drives the output shaft 500 to rotate, which in turn drives the wheels to rotate, thus achieving wheel movement; this is the pure electric drive mode. When the first motor 600 is running and the one-way clutch 300 is engaged, the first motor shaft 610 and the input shaft 200 jointly drive the output shaft 500 to rotate, which in turn drives the wheels to rotate, thus achieving wheel movement; this is the hybrid mode. When the first motor 600 is not running and the one-way clutch 300 is engaged, the input shaft 200 drives the output shaft 500 to rotate, which in turn drives the wheels to rotate, thus achieving wheel movement; this is the engine direct drive mode. Thus, the vehicle power system 1 has at least three drive modes. Switching between modes under different operating conditions can improve energy utilization, extend vehicle range, increase instantaneous power, increase vehicle versatility, and save costs.

[0061] The input shaft 200 and the output shaft 500 are spaced apart in the front-to-back direction, and the input shaft 200 and the output shaft 500 are located on the same side of the first motor 600 in the left-to-right direction. The first motor shaft 610 is hollow to form an oil passage.

[0062] Furthermore, by filling and draining oil into the clutch control channel, the pressure within the clutch control channel can be changed, thereby enabling the piston assembly 400 to move axially on the input shaft 200. The piston assembly 400 drives the one-way clutch 300 to switch to the engaged state, or stops applying pressure to the one-way clutch 300, causing the one-way clutch 300 to reset to the disengaged state. Specifically, when oil is filled into the clutch control channel, the pressure within the clutch control channel increases. Driven by this pressure, the piston assembly 400 abuts against the one-way clutch 300 and applies pressure to the one-way clutch 300, causing the one-way clutch 300 to switch to the engaged state. When oil is drained from the clutch control channel, the pressure within the clutch control channel decreases, the piston assembly 400 stops applying pressure to the one-way clutch 300, and the one-way clutch 300 resets to the disengaged state.

[0063] Under normal conditions, the clutch control flow channel is not filled with oil, and the one-way clutch 300 remains in the disengaged state. When the electronic oil pump 970 on the vehicle is working, the hydraulic module 920 establishes a high-pressure oil circuit, and oil is filled into the clutch control flow channel, pushing the piston assembly 400 to move to apply pressure to the one-way clutch 300. The one-way clutch 300 switches to the engaged state to realize the transmission connection between the input shaft 200 and the output shaft 500. At this time, the engine power is transmitted to the output shaft 500 through the input shaft 200 and the one-way clutch 300.

[0064] It should be noted that when the rotational speed of the piston assembly 400 is less than or equal to the rotational speed of the input shaft 200, the one-way clutch 300 is engaged, and the input shaft 200 outputs torque to the output shaft 500 through the piston assembly 400; when the rotational speed of the piston assembly 400 is greater than the rotational speed of the input shaft 200, the one-way clutch 300 is disengaged, and the torque of the output shaft 500 will not be transmitted back to the input shaft 200, thus avoiding engine damage.

[0065] In this way, by using the one-way clutch 300, not only can the engine direct drive function be realized, but the output shaft 500 will not transmit torque to the input shaft 200, thus avoiding damage to the engine. By using the clutch control flow channel on the housing 100 to drive the piston assembly 400 to move, it is possible to control the switching between the disengaged and engaged states of the one-way clutch 300. Moreover, it requires little space, has a simple structure, is easy to arrange, and can reduce costs.

[0066] In some embodiments, such as Figure 3 and Figure 5As shown, the vehicle power system 1 also includes a second motor 700 and a first speed-lift gear 230.

[0067] The first speed-lifting gear 230 is drivenly connected to the input shaft 200. The first speed-lifting gear 230 is located on the side of the one-way clutch 300 facing the piston assembly 400. The first speed-lifting gear 230 is provided with a through hole 211. The piston assembly 400 includes a pawl 401, which passes through the through hole 211. The pawl 401 is adapted to press against the one-way clutch 300 under hydraulic drive in the clutch control flow channel, so that the one-way clutch 300 switches from a disengaged state to an engaged state. The second motor 700 is disposed in the housing 100. The second motor 700 includes a second motor shaft 710 and a second speed-lifting gear 711. The second motor shaft 710 and the second speed-lifting gear 711 are drivenly connected, and the first speed-lifting gear 230 and the second speed-lifting gear 711 mesh.

[0068] For example, the interior of the second motor shaft 710 is hollow to form an oil passage. The second motor 700 is a permanent magnet synchronous motor. There are multiple through holes 211 and multiple claws 401, with multiple claws 401 correspondingly inserted into multiple through holes 211. The multiple through holes 211 are spaced apart circumferentially along the first speed-lifting gear 230, and the multiple claws 401 are spaced apart circumferentially along the piston assembly 400.

[0069] By setting a second motor 700, during the rotation of the engine drive input shaft 200, the second motor 700 can recover excess torque on the input shaft 200. The first speed-up gear 230 and the second speed-up gear 711 form the speed-up transmission mechanism of the generator. This structure can overlap the high-efficiency operating speed range of the generator and the engine, improve energy recovery efficiency, reduce energy consumption, and increase range.

[0070] The first motor shaft 610 and the second motor shaft 710 can be spaced apart in the front-rear direction. The first motor shaft 610 and the second motor shaft 710 are arranged horizontally. If the output shaft 500 is connected to the front wheel, the first motor 600 is located in front of the second motor 700. If the output shaft 500 is connected to the rear wheel, the first motor 600 is located behind the second motor 700. This shortens the power transmission path between the first motor 600 and the wheel it drives, and improves the power transmission efficiency.

[0071] For example, the second motor 700 also includes a second rotor 720, a second stator 730, a second resolver rotor 740, and multiple fourth bearings 750. The second rotor 720 is installed inside the left housing 110, with an interference fit between the second rotor 720 and the left housing 110. An oil passage is defined between the second rotor 720 and the left housing 110 to ensure more uniform cooling of the second stator 730, improving the performance of the second motor 700 and reducing the number of components such as fuel injection pipes and fuel injection rings, thus lowering costs. The outer circumferential surface of the second motor shaft 710 may have a keyway, and the inner circumferential surface of the second rotor 720 may have a flat key. The second rotor 720 is fitted onto the second motor shaft 710, with the flat key fitting into the keyway to transmit torque. The second resolver rotor 740 is fitted onto the second motor shaft 710, and the second resolver rotor 740 may have an interference fit with the second motor shaft 710. The fourth bearing 750 is sleeved on the second motor shaft 710. Multiple fourth bearings 750 are spaced apart along the axial direction of the second motor shaft 710. The fourth bearings 750 are installed in the housing 100. All of the multiple fourth bearings 750 are low-friction deep groove ball bearings to improve transmission efficiency.

[0072] The second motor shaft 710 may include a second main shaft 712 and a second gear shaft 713. The outer circumferential surface of the end of the second main shaft 712 is splined, and the inner circumferential surface of the second gear shaft 713 is also splined. The second gear shaft 713 is sleeved on the end of the second main shaft 712, enabling synchronous rotation of the second main shaft 712 and the second gear shaft 713. The second speed-increasing gear 711 can be integrally formed with the second gear shaft 713. The second main shaft 712 and the second gear shaft 713 may each have two fourth bearings 750. This four-bearing design on the second motor shaft 710 reduces the flexural deformation generated when the second motor shaft 710 transmits torque, and reduces noise during the transmission process of the second motor shaft 710 and the second speed-increasing gear 711.

[0073] By setting the first speed-lifting gear 230 to be located on the side of the one-way clutch 300 facing the piston assembly 400, the distance between the first speed-lifting gear 230 and the second motor 700 is relatively close, and the distance between the one-way clutch 300 and the output shaft 500 is also relatively close, which can shorten the power transmission path and improve the transmission efficiency. Furthermore, the pawl 401 passes through the through hole 211. The pawl 401 is adapted to press against the one-way clutch 300 under hydraulic drive within the clutch control flow channel, so that the one-way clutch 300 switches from the disengaged state to the engaged state. That is, when the clutch control flow channel is filled with fluid, the hydraulic pressure in the clutch control flow channel increases, driving the piston assembly 400 to move closer to the one-way clutch 300. The pawl 401 applies pressure to the one-way clutch 300, so that the one-way clutch 300 switches to the engaged state. When the clutch control flow channel is drained, the hydraulic pressure in the clutch control flow channel decreases, the pawl 401 stops applying pressure to the one-way clutch 300, and the one-way clutch 300 resets to the disengaged state under the drive of its own elastic force. In this way, the engagement between the one-way clutch 300 and the piston assembly 400 can be achieved, while avoiding interference of the piston assembly 400 with the meshing of the first speed-lifting gear 230 and the second speed-lifting gear 711. The structure is simple and occupies little space.

[0074] Furthermore, such as Figure 1 and Figure 2 As shown, the piston assembly 400 also includes a bracket 410 and a piston 420. The bracket 410 is sleeved on the input shaft 200, and the pawl 401 is connected to the side of the bracket 410 facing the first speed-up gear 230. The piston 420 is sleeved on the input shaft 200, and the piston 420 is located on the side of the bracket 410 away from the first speed-up gear 230. At least a portion of the piston 420 is elastic, and the elastic portion of the piston 420 covers the clutch control flow channel.

[0075] The bracket 410 can be made of metal or rigid plastic, and the elastic part of the piston 420 can be made of rubber or silicone.

[0076] By setting the bracket 410 and constructing the pawl 401 on the bracket 410, the pawl 401 can be guaranteed to have sufficient rigidity to ensure the transmission efficiency between the piston assembly 400 and the one-way clutch 300. By setting the piston 420, it can not only push the bracket 410 to apply pressure to the one-way clutch 300, but also deform to absorb a certain amount of pressure, so as to avoid the bracket 410 and the one-way clutch 300 being damaged due to excessive force. It can also form an elastic seal for the clutch control flow channel to prevent oil leakage and improve the sealing effect of the clutch control flow channel.

[0077] Furthermore, such as Figure 2As shown, the piston assembly 400 also includes a piston bearing 430, which is sleeved on the input shaft 200 and located between the piston 420 and the support 410, so that the piston 420 and the support 410 can rotate relative to each other. The piston bearing 430 can be a thrust bearing.

[0078] By setting the piston bearing 430, it is possible to achieve synchronous axial displacement between the piston 420 and the bracket 410 along the input shaft 200, and to avoid mutual friction between the piston 420 and the bracket 410, thereby enabling relative rotation between the piston 420 and the bracket 410, reducing wear on the piston 420 and the bracket 410, and extending their service life.

[0079] Specifically, the piston 420 includes a skeleton (not shown in the figure) and an elastic element (not shown in the figure). The elastic element is sleeved on the outer surface of the skeleton and covers the clutch control flow channel. The skeleton can be made of metal or rigid materials such as hard plastic, and the elastic element can be made of elastic materials such as rubber or silicone.

[0080] The inner circumferential surface of the elastic element and the outer circumferential surface of the input shaft 200 can be sealed together, and the outer circumferential surface of the elastic element and the housing 100 can be sealed together, thereby improving the sealing effect of the elastic element on the clutch control flow channel. In addition, the skeleton can support the shape of the elastic element, ensuring the installation stability of the piston 420 and the sealing reliability of the clutch control flow channel.

[0081] In some embodiments, such as Figure 3 and Figure 6 As shown, the vehicle power system 1 also includes a rotating bearing 240, a first gear 210, and a second gear 510.

[0082] A rotary bearing 240 is sleeved on the input shaft 200, and a first gear 210 is sleeved on the rotary bearing 240. The first gear 210 is located on the side of the one-way clutch 300 facing away from the piston assembly 400. When the one-way clutch 300 is engaged, the first gear 210 is drivingly connected to the input shaft 200. Specifically, the first gear 210 is drivingly connected to the input shaft 200 through the one-way clutch 300. When the one-way clutch 300 is disengaged, the first gear 210 is disconnected from the input shaft 200. A second gear 510 is drivingly connected to the output shaft 500, and the second gear 510 meshes with the first gear 210.

[0083] Both the first gear 210 and the second gear 510 can be cylindrical helical gears, and the rotating bearing 240 can be a needle roller bearing. The rotating bearing 240 can fix the relative position between the first gear 210 and the input shaft 200, and also ensure that the first gear 210 and the input shaft 200 can rotate relative to each other.

[0084] Furthermore, such as Figure 4 As shown, the vehicle power system 1 also includes a third gear 611, which is sleeved on the first motor shaft 610. The third gear 611 and the first motor shaft 610 are connected in a transmission manner, and the third gear 611 meshes with the first gear 210.

[0085] In this way, the first motor shaft 610 and the input shaft 200 are both driven to rotate the output shaft 500 through the first gear 210. There is no need to set an additional gear on the output shaft 500 to cooperate with the third gear 611. This not only reduces cost and weight, but also shortens the length of the output shaft 500, which is beneficial to reducing the volume of the vehicle power system 1 and the space layout within the housing 100.

[0086] For example, the first motor shaft 610 includes a first main shaft 612 and a first gear shaft 613. The outer circumferential surface of the end of the first main shaft 612 is splined, and the inner circumferential surface of the first gear shaft 613 is also splined. The first gear shaft 613 is sleeved on the end of the first main shaft 612, enabling synchronous rotation of the first main shaft 612 and the first gear shaft 613. The third gear 611 can be integrally formed with the first gear shaft 613. The first main shaft 612 and the first gear shaft 613 can each have two second bearings 660. This four-bearing design on the first motor shaft 610 reduces the flexural deformation generated when the first motor shaft 610 transmits torque, thus reducing noise during the transmission process of the first motor shaft 610 and the third gear 611.

[0087] In some embodiments, the first motor 600 is an asynchronous motor. On the one hand, asynchronous motors have high reliability and relatively low cost, and can provide sufficient power and torque to meet the vehicle's power requirements. On the other hand, when the first motor 600 is not running, but the vehicle is moving, the output shaft 500 drives the second gear 510 to rotate the third gear 611. At this time, the rotation of the first motor shaft 610 will generate drag loss. The drag loss generated by the asynchronous motor is less than that generated by the synchronous motor, thus reducing the overall energy consumption of the vehicle.

[0088] This utility model embodiment proposes a vehicle, which includes an engine, a vehicle power system 1 and a differential 800, and an input shaft 200 is connected to the engine for transmission.

[0089] The vehicle of this utility model embodiment, using the above-mentioned vehicle power system 1, can not only realize the direct drive function of the engine, but also prevent the output shaft 500 from transmitting torque to the input shaft 200, thus avoiding engine damage. In addition, it requires little installation space, has a simple structure, is easy to arrange, and can reduce costs.

[0090] The differential 800 includes a differential housing 810, two half-shaft gears 820, two planetary gears 830, a planetary gear shaft 840, a main reduction gear 850, and a differential bearing 860.

[0091] The main reduction gear 850 is connected to the output shaft 500 for transmission. The main reduction gear 850 is bolted to the differential housing 810. The main reduction gear 850 and the differential housing 810 together form a large-area closed spherical space. The half-shaft gear 820 and the planetary gear 830 are both installed in the spherical space. The half-shaft gear 820 is connected to the wheel for transmission. Both the half-shaft gear 820 and the planetary gear 830 can be bevel gears. The backs of the half-shaft gear 820 and the planetary gear 830 are smooth. The two half-shaft gears 820 and the two planetary gears 830 are coaxially arranged. The axes of the half-shaft gears 820 and the axes of the planetary gears 830 intersect and are perpendicular, roughly forming a "+". The planetary gear shaft 840 passes through the two planetary gears 830 and the differential housing 810, positioning the two half-shaft gears 820, the two planetary gears 830, the planetary gear shaft 840, and the differential housing 810.

[0092] The side of the main reduction gear 850 facing away from the differential housing 810 is constructed as a hollow cylinder, and the side of the differential housing 810 facing away from the main reduction gear 850 is also constructed as a hollow cylinder. The inner wall of the cylinder may be provided with an oil guide groove, which may be spiral-shaped. The outer circumference of both hollow cylinders is fitted onto the differential bearing 860.

[0093] Thus, the differential 800 is constructed as a large-area closed self-lubricating structure. Oil enters the spherical space from the oil guide groove on at least one hollow cylindrical inner wall. The two half-shaft gears 820, the two planetary gears 830, and the planetary gear shaft 840 can be immersed in the oil, which greatly improves the lubrication effect of the parts inside the differential 800. Moreover, the differential 800 still ensures sufficient lubrication inside the vehicle under road conditions such as steep inclines and slippery icy and snowy roads, resulting in high reliability.

[0094] Furthermore, the vehicle includes a third motor (not shown in the figure), the third motor having a third motor shaft, the third motor shaft being spaced apart from the vehicle power system 1 in the longitudinal direction, one of the third motor shaft and the input shaft 200 being connected to the front wheel for transmission, and the other being connected to the rear wheel for transmission.

[0095] Specifically, the vehicle can be driven by the third motor alone, in which case the vehicle is an electric two-wheel drive; or the vehicle can be driven by the third motor and the first motor 600 together, in which case the vehicle is an electric four-wheel drive; or the vehicle can be driven by the third motor and the engine together, in which case the vehicle is a hybrid four-wheel drive; of course, the vehicle can also be driven by the above-mentioned vehicle power system 1, in which case the third motor may not work, and the vehicle is also a two-wheel drive. In this case, the vehicle's working mode includes the three working states of engine direct drive, hybrid, and electric as described above.

[0096] The vehicle may also include a cooling and lubrication system 900, which includes a control valve, a first coolant passage, and a second coolant passage. The first coolant passage faces the vehicle powertrain 1, and the second coolant passage faces the third motor. The control valve is used to control the opening and closing of the first coolant passage and the second coolant passage.

[0097] Specifically, when the third motor is working while the first motor 600 and the second motor 700 are not working, the first coolant passage is disconnected and the second coolant passage is connected to cool the third motor; when the third motor is not working, but at least one of the first motor 600 and the second motor 700 is working, the first coolant passage is connected and the second coolant passage is disconnected to cool at least one of the first motor 600 and the second motor 700; when the first motor 600, the second motor 700 and the third motor are all working, both the first coolant passage and the second coolant passage are connected to cool the first motor 600, the second motor 700 and the third motor.

[0098] This improves vehicle cooling and reduces energy consumption.

[0099] like Figure 9 As shown, the cooling and lubrication system 900 also includes a filter 910, a hydraulic module 920, a low-pressure connecting wire 930, a clutch oil tank oil supply pipe 940, an engine direct drive gear set oil injection pipe 950, a main oil injection pipe 960, an electronic oil pump 970, and an oil cooler 980.

[0100] The filter 910 is generally constructed as a cuboid, with an oil suction port at the bottom and an oil outlet at the top.

[0101] The hydraulic module 920 is connected to the filter 910 by bolts. The hydraulic module 920 and the oil outlet are sealed and connected. The hydraulic module 920 is designed with a pressure boosting oil passage. The control valves include a clutch control valve 921 and an oil circuit control valve 922. Both the clutch control valve 921 and the oil circuit control valve 922 are installed on the hydraulic module 920. The hydraulic module 920 is fixed to the left housing 110 by bolts. The clutch control valve 921 and the oil circuit control valve 922 are connected to the low-pressure connector of the left housing 110 through a low-pressure connecting wire 930.

[0102] One end of the clutch oil tank supply pipe 940 is connected to the hydraulic module 920, and the other end of the clutch oil tank supply pipe 940 is connected to the clutch control flow channel of the left housing 110 for supplying oil to the clutch control flow channel. Both ends of the clutch oil tank supply pipe 940 are equipped with sealing rings. The clutch control valve 921 controls the connection and disconnection between the clutch oil tank supply pipe 940 and the hydraulic module 920.

[0103] The fuel injection pipe 950 of the engine direct drive gear set is used for fuel injection lubrication of the first gear 210 and the second gear 510.

[0104] The main oil injection pipe 960 is fixed to the right housing 120 by bolts and is sealed and connected to the oil passage on the right housing 120. The main oil injection pipe 960 has multiple cylindrical branch oil injection pipes, each of which is designed with a different number of oil holes. The main oil injection pipe 960 is used to actively inject oil for lubrication of the input shaft 200, the first gear 210, the first speed-up gear 230, the first gear shaft 613, the output shaft 500, and the main reduction gear 850.

[0105] The electronic oil pump 970 is equipped with a sealing ring and is bolted to the left housing 110 to achieve a sealed connection between the oil passages. The oil cooler 980 has a cuboid shape and multiple cavities inside to achieve heat exchange cooling. One side of the oil cooler 980 is provided with an oil inlet and an oil outlet, and the other side is provided with a water inlet pipe and a water outlet pipe. The oil cooler 980 can achieve heat exchange between oil and water to achieve water cooling of the oil.

[0106] The oil circuit control valve 922 enables independent cooling control of the first motor 600 and the second motor 700. Specifically, when the vehicle is in rear-wheel drive pure electric mode, the oil circuit control valve 922 is closed, and no oil is supplied to the first motor 600 or the second motor 700 for cooling. When the vehicle is in four-wheel drive or range-extender mode, the oil circuit control valve 922 is open, supplying oil to the first motor 600 and the second motor 700 for cooling to meet the motor's operating requirements. This design achieves control over the oil pump power demand in different vehicle operating modes, thereby reducing energy consumption.

[0107] The working mode of the vehicle according to this utility model embodiment is described below: Parking charging mode: When the vehicle is parked in place, the engine runs, driving the input shaft 200 to rotate. The input shaft 200 drives the first speed-lift gear 230 to rotate, which in turn drives the second speed-lift gear 711 to rotate. The second speed-lift gear 711 drives the second motor shaft 710 and the second rotor 720 to rotate. The second motor 700 is a permanent magnet synchronous motor. The magnetic field of the second rotor 720 cuts the windings (i.e., copper wires) on the second stator 730 to generate three-phase alternating current. This alternating current is then converted into direct current through the IGBT module in the power module assembly 161 to charge the vehicle's battery. In this mode, the user can select the engine speed to achieve different charging speeds to meet the needs of different situations.

[0108] Range-extended drive mode: During vehicle operation, the engine runs, driving the input shaft 200 to rotate. The input shaft 200 drives the first lifting gear 230 to rotate, which in turn drives the second lifting gear 711 to rotate. The second lifting gear 711 drives the second motor shaft 710 and the second rotor 720 to rotate. The second motor 700 is a permanent magnet synchronous motor. The magnetic field of the second rotor 720 cuts the windings (copper wires) on the second stator 730, generating three-phase alternating current. If the vehicle battery's SOC (State of Charge) is low, the engine speed is appropriately increased. Part of the generated three-phase alternating current is input to the first motor 600 through the circuit within the power module assembly 161 to provide driving force, while the other part is converted to direct current through the IGBT module within the power module assembly 161 to charge the vehicle battery. If the vehicle battery's SOC is high, the engine speed is appropriately decreased, and the generated three-phase alternating current is directly input to the first motor 600 through the circuit within the power module assembly 161 to provide driving force.

[0109] Engine direct drive mode: During vehicle operation, the engine runs, driving the input shaft 200 to rotate. The one-way clutch 300 is engaged, and the first gear 210 rotates with the input shaft 200. The second gear 510 and the output shaft 500 rotate under the drive of the first gear 210. The power of the output shaft 500 is transmitted to the wheels through the differential 800 assembly. If the engine output power is large, some of the remaining power drives the second motor shaft 710 and the second rotor 720 to rotate through the first lift gear 230 and the second lift gear 711. The second motor 700 generates three-phase AC power, and the generated electrical energy is converted into DC power through the IGBT module in the power module assembly 161 to charge the vehicle's battery.

[0110] Pure electric two-wheel drive mode: The first motor 600 and the second motor 700 are not working. The vehicle battery powers the third motor, which drives the vehicle to move. Alternatively, the first motor 600 is working, but the second motor 700 and the third motor are not working. The vehicle battery powers the first motor 600, which drives the vehicle to move.

[0111] Pure electric four-wheel drive mode: The second motor 700 is not working, and the vehicle battery supplies power to the first motor 600 and the third motor, which drive the vehicle to move.

[0112] The above embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model are all within the protection scope of the present utility model.

[0113] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle powertrain system, characterized in that, include: The housing (100) is provided with a clutch control flow channel; An input shaft (200) is rotatably disposed in the housing (100), and the input shaft (200) is adapted to be connected to the engine drive. An output shaft (500) is rotatably disposed in the housing (100), and the output shaft (500) is adapted to be connected to a wheel; A one-way clutch (300) is sleeved on the input shaft (200). When the one-way clutch (300) is engaged, the input shaft (200) transmits torque to the output shaft (500). When the one-way clutch (300) is disengaged, the input shaft (200) stops transmitting torque to the output shaft (500). A piston assembly (400) is sleeved on the input shaft (200). The piston assembly (400) is axially movable along the input shaft (200). The piston assembly (400) is adapted to switch the one-way clutch (300) from the disengaged state to the engaged state under hydraulic drive within the clutch control channel. A first motor (600) is disposed inside the housing (100). The first motor (600) includes a first motor shaft (610), which is connected to the output shaft (500) for transmission.

2. The vehicle power system according to claim 1, characterized in that, The vehicle powertrain system also includes: The first speed-lifting gear (230) is connected to the input shaft (200) in a transmission manner. The first speed-lifting gear (230) is located on the side of the one-way clutch (300) facing the piston assembly (400). The first speed-lifting gear (230) is provided with a through hole (211). The piston assembly (400) includes a pawl (401). The pawl (401) passes through the through hole (211). The pawl (401) is adapted to press against the one-way clutch (300) under hydraulic drive in the clutch control channel so that the one-way clutch (300) switches from the disengaged state to the engaged state. The second motor (700) is located inside the housing (100). The second motor (700) includes a second motor shaft (710) and a second speed-lifting gear (711). The second speed-lifting gear (711) is connected to the second motor shaft (710) in a transmission manner, and the second speed-lifting gear (711) meshes with the first speed-lifting gear (230).

3. The vehicle power system according to claim 2, characterized in that, The piston assembly (400) also includes: A bracket (410) is sleeved on the input shaft (200), and the pawl (401) is connected to the bracket (410) on the side facing the first speed-up gear (230). A piston (420) is sleeved on the input shaft (200). The piston (420) is located on the side of the bracket (410) away from the first speed-up gear (230). At least a portion of the piston (420) is elastic, and the elastic portion of the piston (420) covers the clutch control channel.

4. The vehicle power system according to claim 3, characterized in that, The piston assembly (400) also includes: A piston bearing (430) is sleeved on the input shaft (200). The piston bearing (430) is located between the piston (420) and the bracket (410) so that the piston (420) and the bracket (410) can rotate relative to each other.

5. The vehicle power system according to claim 3, characterized in that, The piston (420) comprises: skeleton; An elastic element is fitted onto the outer surface of the skeleton and covers the clutch control flow channel.

6. The vehicle power system according to any one of claims 1-5, characterized in that, The vehicle powertrain system also includes: A rotating bearing (240) is sleeved on the input shaft (200). The first gear (210) is sleeved on the rotary bearing (240). The first gear (210) is located on the side of the one-way clutch (300) facing away from the piston assembly (400). In the engaged state, the first gear (210) of the one-way clutch (300) is connected to the input shaft (200). In the disengaged state, the first gear (210) of the one-way clutch (300) is disconnected from the input shaft (200). The second gear (510) is connected to the output shaft (500) for transmission, and the second gear (510) meshes with the first gear (210).

7. The vehicle power system according to claim 6, characterized in that, The vehicle powertrain system also includes: The third gear (611) is sleeved on the first motor shaft (610), and the third gear (611) and the first motor shaft (610) are connected in a transmission manner. The third gear (611) meshes with the first gear (210).

8. The vehicle power system according to any one of claims 1-5, characterized in that, The first motor (600) is an asynchronous motor.

9. A vehicle, characterized in that, include: engine; The vehicle powertrain system as described in any one of claims 1-8, wherein the input shaft (200) is drive-connected to the engine.

10. The vehicle according to claim 9, characterized in that, The vehicles include: A third motor having a third motor shaft, one of the third motor shaft and the input shaft (200) being connected to the front wheel drive and the other being connected to the rear wheel drive; The cooling and lubrication system (900) includes a control valve, a first coolant passage and a second coolant passage, the first coolant passage being directed toward the vehicle powertrain and the second coolant passage being directed toward the third motor. The control valve is used to control the opening and closing of the first coolant passage and the second coolant passage.

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