Power system and vehicle

Abstract

A power system (1000), comprising: a first electric motor (1), a transmission assembly (2) and a differential (3), wherein the transmission assembly comprises: a first transmission gear (21), a second transmission gear (22), a third transmission gear (23) and a fourth transmission gear (24), the first transmission gear being drivingly connected to the first electric motor, the first transmission gear meshing with the second transmission gear, the second transmission gear being drivingly connected to the third transmission gear, and the fourth transmission gear being fixedly arranged on the differential and meshing with the third transmission gear. Further disclosed is a vehicle (100) comprising the power system. The power system provides a transmission mode having fewer reduction stages, lower kinetic energy loss and higher transmission efficiency.

Description

Powertrain and vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on October 31, 2023, with application number 202311437587.8 and application name “Power System and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present disclosure relates to the field of vehicle technology, and in particular to a power system and a vehicle. Background Art

[0003] Traditional vehicle power systems are usually composed of an engine, a generator, and an electric motor connected in series, parallel, or mixed. The power of the engine or electric motor is transmitted to the differential through the transmission system, thereby driving the vehicle forward.

[0004] In the related art, the efficiency of kinetic energy transmission from the electric motor to the differential is low, resulting in large energy loss.

[0005] Summary of the Invention

[0006] The purpose of the present disclosure is to provide a power system and a vehicle, aiming to solve the problem of poor transmission efficiency of existing power systems.

[0007] To achieve the purpose of the present disclosure, in a first aspect, the present disclosure provides a power system, including: a first motor, a transmission assembly and a differential, the transmission assembly including: a first transmission gear, a second transmission gear, a third transmission gear and a fourth transmission gear; the first transmission gear is transmission-connected to the first motor, and the first transmission gear is meshed with the second transmission gear; the second transmission gear is transmission-connected to the third transmission gear; the fourth transmission gear is fixed to the differential and meshed with the third transmission gear.

[0008] In a possible implementation manner, the transmission assembly further includes a first transmission shaft; the second transmission gear and the third transmission gear are fixed to the first transmission shaft.

[0009] In one possible embodiment, the power system further includes an engine and a transmission assembly, the transmission assembly including an input end, an output end, a first clutch end, and a second clutch end; the input end is transmission-connected to the engine, and the input end is transmission-connected to both the first clutch end and the second clutch end; the output end is transmission-connected to the transmission assembly, and the output end can selectively be transmission-connected to the first clutch end and the second clutch end.

[0010] In a possible embodiment, the transmission assembly also includes a fifth transmission gear, which is transmission-connected to the third transmission gear; the input end includes a first speed gear, which is transmission-connected to the engine; the output end includes a second speed gear, which is meshed with the fifth transmission gear; the first clutch end includes a third speed gear and a fourth speed gear, and the second clutch end includes a fifth speed gear and a sixth speed gear; the first clutch end includes a third speed gear, a fourth speed gear, and a first clutch, the first speed gear is transmission-connected to the third speed gear, the third speed gear is meshed with the fourth speed gear, the first clutch is clutch-connected to the fourth speed gear, and the first clutch is transmission-connected to the first speed gear.

[0011] In a possible embodiment, the second clutch end includes: a fifth speed gear, a sixth speed gear and a second clutch, the second clutch is transmission-connected to the first speed gear, the fifth speed gear is clutch-connected to the second clutch, the fifth speed gear is meshed with the sixth speed gear, and the sixth speed gear is transmission-connected to the first speed gear.

[0012] In one possible embodiment, the transmission assembly also includes a second transmission shaft and a third transmission shaft; the first speed gear, the third speed gear and the second clutch are fixed to the second transmission shaft; the first clutch, the sixth speed gear and the second speed gear are fixed to the third transmission shaft.

[0013] In a possible implementation manner, the first transmission shaft, the second transmission shaft, and the third transmission shaft are arranged in the same direction.

[0014] In a possible implementation manner, the first clutch and the second clutch are arranged along a first direction; the first direction is staggered with the engine axis direction.

[0015] In a possible implementation manner, the first direction and the axial direction of the engine are perpendicular to each other.

[0016] In one possible embodiment, the transmission assembly also includes a third clutch, which has a first clutch gear and a second clutch gear. The first clutch gear of the third clutch can be selectively clutched and connected with the first clutch end, and the second clutch gear of the third clutch can be selectively clutched and connected with the second clutch end.

[0017] In a possible embodiment, the transmission assembly also includes a fifth transmission gear; the fifth transmission gear is transmission-connected to the third transmission gear; the input end includes a first speed gear, which is transmission-connected to the engine; the output end includes a second speed gear, which is meshed with the fifth transmission gear; the first clutch end includes a third speed gear and a fourth speed gear, and the second clutch end includes a fifth speed gear and a sixth speed gear, the first speed gear is transmission-connected to the third clutch, the third speed gear is clutch-connected to the first clutch gear position of the third clutch, the fourth speed gear is meshed with the third speed gear, the fifth speed gear is clutch-connected to the second clutch gear position of the third clutch, and the sixth speed gear is meshed with the fifth speed gear.

[0018] In a possible implementation manner, the third clutch, the second speed change gear, and the fifth transmission gear are arranged along a second direction; and the second direction is staggered with the engine axis direction.

[0019] In a possible implementation manner, the second direction and the axial direction of the engine are perpendicular to each other.

[0020] In a possible embodiment, the power system also includes a second motor, a sixth transmission gear and a seventh transmission gear; the sixth transmission gear is transmission-connected to the engine; the seventh transmission gear is transmission-connected to the second motor, and the seventh transmission gear is meshed with the sixth transmission gear.

[0021] In a possible implementation, the power system further includes a fourth clutch, the fourth clutch is transmission-connected to the engine, the fourth clutch is clutch-connected to the sixth transmission gear, and the sixth transmission gear is transmission-connected to the clutch end.

[0022] In a second aspect, the present disclosure further proposes a vehicle, comprising the power system of any one of the above-mentioned first aspects.

[0023] In the technical solution disclosed herein, in the pure electric mode of the vehicle, the power output by the first motor is reduced in two stages (the first transmission gear and the second transmission gear are one stage, and the third transmission gear and the fourth transmission gear are another stage) and transmitted to the differential. Compared with the multi-stage reduction between the motor and the differential in the related art, the transmission mode provided by the present disclosure has fewer reduction stages, lower kinetic energy loss, and higher transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0025] FIG1 is a schematic diagram of a transmission path of a power system provided by the present disclosure in a first working mode;

[0026] FIG2 is a schematic diagram of a transmission path of a power system provided by the present disclosure in a second working mode;

[0027] FIG3 is a schematic diagram of a transmission path of the power system provided by the present disclosure in a third working mode;

[0028] FIG4 is a schematic diagram of a transmission path of an embodiment of a second working mode;

[0029] FIG5 is a schematic diagram of a transmission path of an embodiment of a third working mode;

[0030] FIG6 is a schematic diagram of a transmission path of another embodiment of the second working mode;

[0031] FIG7 is a schematic diagram of a transmission path of another embodiment of the third working mode;

[0032] FIG8 is a schematic diagram of a transmission path of the power system provided by the present disclosure in a fourth working mode;

[0033] FIG9 is a schematic diagram of a transmission path of the power system provided by the present disclosure in the fifth working mode;

[0034] FIG10 is a schematic diagram of a transmission path of the power system provided by the present disclosure in the sixth working mode;

[0035] FIG11 is a schematic diagram of a transmission path of the power system provided by the present disclosure in the seventh working mode;

[0036] FIG12 is a schematic diagram of a transmission path of the power system provided by the present disclosure in the eighth working mode;

[0037] FIG13 is a schematic diagram of a transmission path of the power system provided by the present disclosure in a ninth working mode;

[0038] FIG14 is a schematic structural diagram of a vehicle provided by the present disclosure.

[0039] Explanation of the accompanying drawings: 1000 power system; 100 vehicle; 1 first motor; 2 transmission assembly, 21 first transmission gear, 22 second transmission gear, 23 third transmission gear, 24 fourth transmission gear, 25 fifth transmission gear, 26 first transmission shaft; 3 differential; 4 engine; 5 transmission assembly, 51 input end, 511 first speed gear, 52 output end, 521 second speed gear, 53 first clutch end, 531 third speed gear, 532 fourth speed gear, 533 first clutch, 54 second clutch end, 541 fifth speed gear, 542 sixth speed gear, 543 second clutch, 55 third clutch, 551 first clutch gear, 552 second clutch gear, 56 second transmission shaft, 57 third transmission shaft; 6 sixth transmission gear; 7 seventh transmission gear; 8 fourth clutch; 9 second motor. DETAILED DESCRIPTION

[0040] The following will be combined with the accompanying drawings in the embodiments of the present disclosure to clearly and completely describe the technical solutions in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present disclosure.

[0041] It should be noted that when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may be an intermediate component. When a component is referred to as being "connected to" another component, it may be directly connected to the other component or there may be an intermediate component.

[0042] Unless otherwise defined, all technical and scientific terms used in this disclosure have the same meanings as commonly understood by those skilled in the art to which this disclosure belongs. The terms used in this disclosure and in the specification are for the purpose of describing specific embodiments only and are not intended to limit this disclosure. The term "and / or" as used in this disclosure includes any and all combinations of one or more of the relevant listed items.

[0043] The following describes some embodiments of the present disclosure in detail with reference to the accompanying drawings. In the absence of conflict, the following embodiments and features therein may be combined with each other.

[0044] The power system in the related art has low power transmission efficiency in pure electric mode. To solve this problem, the present disclosure proposes a vehicle 100. Please refer to Figures 1 and 14. The vehicle 100 includes a power system 1000. The power system 1000 includes: a first motor 1, a transmission assembly 2 and a differential 3. The transmission assembly 2 includes: a first transmission gear 21, a second transmission gear 22, a third transmission gear 23, a fourth transmission gear 24 and a first transmission shaft 26. The first transmission gear 21 is connected to the first motor 1 and meshes with the second transmission gear 22. The second transmission gear 22 and the third transmission gear 23 are fixed to the first transmission shaft 26 and connected to each other through the first transmission shaft 26; the fourth transmission gear 24 is fixed to the differential 3 and meshes with the third transmission gear 23. The power system 1000 includes a first working mode. In the first working mode, power is transmitted along a first path. In the first path, power is transmitted to the first transmission gear 21 through the first motor 1, transmitted to the second transmission gear 22 through the first transmission gear 21, transmitted to the third transmission gear 23 through the second transmission gear 22, and transmitted to the fourth transmission gear 24 through the third transmission gear 23, thereby driving the differential 3 connected to the fourth transmission gear 24 to rotate.

[0045] In the present disclosure, the first working mode is the pure electric mode of the vehicle 100. In the pure electric mode, the vehicle 100 outputs power to the power system 1000 through the first motor 1. The power output by the first motor is reduced in two stages (the first transmission gear 21 and the second transmission gear 22 are the first stage, and the third transmission gear 23 and the fourth transmission gear 24 are the first stage) and transmitted to the differential 3. Compared with the multi-stage reduction between the motor and the differential in the related art, the transmission mode provided by the present disclosure has fewer reduction stages, lower kinetic energy loss, and higher transmission efficiency.

[0046] When the vehicle 100 needs to move forward at high speed, the power system 1000 can also directly drive the vehicle 100 forward through the engine 4. Specifically, in a possible embodiment of the present disclosure, the power system 1000 also includes an engine 4 and a transmission assembly 5. The engine 4 is transmission-connected to the transmission assembly 5, and the transmission assembly 5 is transmission-connected to the drive assembly 2. The power of the engine 4 can be transmitted to the drive assembly 2 through the transmission assembly 5, and then transmitted to the differential 3 by the transmission drive assembly 2, and then the vehicle 100 is driven to move by the engine 4.

[0047] To improve the economical use of vehicle 100, in another possible embodiment of the present disclosure, transmission assembly 5 includes an input end 51, an output end 52, a first clutch end 53, and a second clutch end 54. Input end 51 is drivingly connected to engine 4, and is drivingly connected to both first clutch end 53 and second clutch end 54. Output end 52 is drivingly connected to transmission assembly 2. Output end 52 can selectively be drivingly connected to first clutch end 53 and second clutch end 54, and the first clutch end 53 and second clutch end 54 are configured with different transmission ratios. In this way, by adjusting the power applied by engine 4 to differential 3, the driving speed of vehicle 100 and the energy consumption of vehicle 100 can be adjusted.

[0048] Specifically, referring to FIG. 2 , power system 1000 also includes a second operating mode and a third operating mode. It should be noted that, in the present disclosure, the transmission ratio of first clutch end 53 may be greater than or less than the transmission ratio of second clutch end 54. For ease of explanation, the present disclosure defines first clutch end 53 as a low-gear clutch end and second clutch end 54 as a high-gear clutch end. The transmission ratio of first clutch end 53 is greater than the transmission ratio of second clutch end 54. Based on this, in one possible embodiment of the present disclosure, the second operating mode is an engine low-gear direct drive mode, and the third operating mode is an engine high-gear direct drive mode. In the second operating mode, power is transmitted along a second path. In the second path, power is transmitted via engine 4 to input end 51, then via first clutch end 53 and output end 52 to transmission assembly 2, thereby driving differential 3 to rotate.

[0049] Referring to FIG. 3 , in the third operating mode, power is transmitted along a third path. In the third path, power is transmitted via the engine 4 to the input end 51, then through the second clutch end 54 and the output end 52, and finally to the transmission assembly 2 via the output end 52, thereby driving the rotation of the differential 3. It will be appreciated that in other possible embodiments of the present disclosure, the transmission ratio of the first clutch end 53 may be smaller than the transmission ratio of the second clutch end 54. In these embodiments, the second operating mode may be a high-speed direct-drive engine mode, and the third operating mode may be a low-speed direct-drive engine mode. This disclosure will not further elaborate on these details.

[0050] The user can select different operating modes according to different vehicle conditions. For example, when the vehicle 100 is climbing a slope or pulling a heavy object, the user can adjust the vehicle mode to the second operating mode. In the second operating mode, power is transmitted to the differential 3 via the first clutch end 53 with a relatively high transmission ratio. At this time, although the speed of the vehicle 100 is slow, the torque is large, which is suitable for climbing a slope or pulling a heavy object. When the user needs to pursue high speed, the user can set the vehicle 100 to the third operating mode. In the third operating mode, the power of the engine 4 is transmitted to the differential 3 via the second clutch end 54 with a relatively low transmission ratio. At this time, although the vehicle 100 has higher energy consumption, it is faster and suitable for daily driving. The user can select different operating modes according to their own needs to reduce the fuel consumption of the vehicle 100 and improve the economy of the vehicle 100.

[0051] In order to achieve the switching of the vehicle 100 between high and low gears, the power structure of the transmission assembly 5 can be various. For example, please refer to Figure 4. In a possible embodiment of the present disclosure, the transmission assembly 2 also includes a fifth transmission gear 25, which is transmission-connected to the third transmission gear 23; the input end 51 includes a first speed gear 511, which is transmission-connected to the engine 4; the output end 52 includes a second speed gear 521, which is meshed with the fifth transmission gear 25; the first clutch end 53 includes a third speed gear 531, a fourth speed gear 532, and a first clutch 533, the first speed gear 511 is transmission-connected to the third speed gear 531, the third speed gear 531 is meshed with the fourth speed gear 532, the first clutch 533 is clutch-connected to the fourth speed gear 532, and the first clutch 533 is transmission-connected to the first speed gear 511. In this embodiment, in the second path, power is transmitted to the first speed gear 511 through the engine 4, transmitted to the third speed gear 531 through the first speed gear 511, transmitted to the fourth speed gear 532 through the third speed gear 531, transmitted to the first clutch 533 through the fourth speed gear 532, transmitted to the second speed gear 521 through the first clutch 533, transmitted to the fifth transmission gear 25 through the second speed gear 521, transmitted to the third transmission gear 23 through the fifth transmission gear 25, transmitted to the fourth transmission gear 24 through the third transmission gear 23, and then drives the differential 3 connected to the fourth transmission gear 24 to rotate.

[0052] Please refer to Figure 5. The second clutch end 54 includes: a fifth speed gear 541, a sixth speed gear 542 and a second clutch 543. The second clutch 543 is connected to the first speed gear 511 in a transmission manner. The fifth speed gear 541 is clutched and connected to the second clutch 543. The fifth speed gear 541 is meshed with the sixth speed gear 542. The sixth speed gear 542 is connected to the first speed gear 511 in a transmission manner. The power of the third path is transmitted to the first speed gear 511 through the engine 4, and then to the second clutch 543 through the first speed gear 511, and then to the fifth speed gear 541 through the second clutch 543, and then to the sixth speed gear 542 through the fifth speed gear 541, and then to the second speed gear 521 through the sixth speed gear 542, and then to the fifth transmission gear 25 through the second speed gear 521, and then to the third transmission gear 23 through the fifth transmission gear 25, and then to the fourth transmission gear 24 through the third transmission gear 23, thereby driving the differential 3 connected to the fourth transmission gear 24 to rotate.

[0053] In this embodiment, the first clutch 533 and the second clutch 543 are arranged along a first direction, and the first direction is staggered with the axis direction of the engine 4. In this way, the spatial arrangement of the first clutch 533 and the second clutch 543 in the power system 1000 is optimized, the axial volume of the power system 1000 is reduced, and the space utilization rate is improved. It is understandable that the first direction and the axis direction of the engine 4 can intersect at 30° or 60°, and the present disclosure does not limit this. In a possible embodiment of the present disclosure, the first direction and the axis direction of the engine 4 are perpendicular to each other, so as to maximize the space utilization rate of the first clutch 533 and the second clutch 543 for the vehicle 100.

[0054] The first speed gear 511, the third speed gear 531, and the second clutch 543 can be meshed and connected to each other or connected via a transmission shaft, which is not limited in this disclosure. In one possible embodiment of the present disclosure, the transmission assembly 5 further includes a second transmission shaft 56. The first speed gear 511, the third speed gear 531, and the second clutch 543 are fixed to the second transmission shaft 56 and are connected to each other via the second transmission shaft 56. The provision of the second transmission shaft 56 can, on the one hand, reduce the number of transmission stages of the first speed gear 511, the third speed gear 531, and the second clutch 543, thereby reducing the transmission loss of kinetic energy between the first speed gear 511, the third speed gear 531, and the second clutch 543. On the other hand, the second transmission shaft 56 can arrange the first speed gear 511, the third speed gear 531, and the second clutch 543 in the same direction, thereby optimizing the arrangement of the first speed gear 511, the third speed gear 531, and the second clutch 543 within the vehicle 100 and improving the space utilization of the vehicle 100.

[0055] In other possible embodiments of the present disclosure, the transmission assembly 5 further includes a third transmission shaft 57. The first clutch 533, the sixth speed gear 542, and the second speed gear 521 are fixed to the third transmission shaft 57, and kinetic energy is transmitted through the third transmission shaft 57. Similar to the second transmission shaft 56, the provision of the third transmission shaft 57 can, on the one hand, reduce the transmission loss of kinetic energy between the first clutch 533, the sixth speed gear 542, and the second speed gear 521, thereby improving the efficiency of kinetic energy transmission. On the other hand, the third transmission shaft 57 can also optimize the arrangement of the first clutch 533, the sixth speed gear 542, and the second speed gear 521, thereby improving the space utilization of the vehicle 100.

[0056] In a possible embodiment of the present disclosure, the first transmission shaft 26, the second transmission shaft 56, and the third transmission shaft 57 are arranged in the same direction, so as to facilitate the mutual engagement between the gears provided on the first transmission shaft, the second transmission shaft 56 and the third transmission shaft 57, thereby improving the utilization rate of the power system for the space of the vehicle 100.

[0057] Please refer to Figure 6. The transmission assembly 5 also has other forms. Specifically, in another possible embodiment of the present disclosure, the transmission assembly 5 also includes a third clutch 55. The third clutch 55 is a dual clutch. The third clutch has a first clutch gear position 551 and a second clutch gear position 552. Specifically, the transmission assembly 2 also includes a fifth transmission gear 25. The fifth transmission gear 25 is transmission-connected to the third transmission gear 23. The input end 51 includes a first speed gear 511, which is transmission-connected to the engine 4. The output end 52 includes a second speed gear 521. The second speed gear 521 is transmission-connected to the engine 4. Meshed with the fifth transmission gear 25, the first speed gear 511 is transmission-connected to the third clutch 55, the first clutch end 53 includes a third speed gear 531 and a fourth speed gear 532, the second clutch end 54 includes a fifth speed gear 541 and a sixth speed gear 542, the third speed gear 531 is clutch-connected to the first clutch gear position 551 of the third clutch 55, the fourth speed gear 532 is meshed with the third speed gear 531, the fifth speed gear 541 is clutch-connected to the second clutch gear position 552 of the third clutch 55, and the sixth speed gear 542 is meshed with the fifth speed gear 541.

[0058] In this embodiment, in the second path, the first clutch gear 551 of the third clutch 55 is engaged with the third speed gear 531, and the second clutch gear 552 of the third clutch 55 is disconnected from the fifth speed gear 541. The power is transmitted to the third clutch 55 through the engine 4, and is transmitted to the third speed gear 531 through the first clutch gear 551 of the third clutch 55, and is transmitted to the fourth speed gear 532 through the third speed gear 531, and is transmitted to the second speed gear 521 through the fourth speed gear 532, and is transmitted to the fifth transmission gear 25 through the second speed gear 521, and is transmitted to the third transmission gear 23 through the fifth transmission gear 25, and is transmitted to the fourth transmission gear 24 through the third transmission gear 23, thereby driving the differential 3 to rotate, and thereby driving the vehicle 100 to move.

[0059] Please refer to Figure 7. In the third path, the first clutch gear 551 of the third clutch 55 is disconnected from the third speed gear 531, and the second clutch gear 552 of the third clutch 55 is engaged with the fifth speed gear 541. The power is transmitted to the first speed gear 511 through the engine 4, and then to the third clutch 55 through the first speed gear 511. The power is transmitted to the fifth speed gear 541 through the second clutch gear 552 of the third clutch 55, and then to the sixth speed gear 542 through the fifth speed gear 541. The power is transmitted to the second speed gear 521 through the sixth speed gear 542, and then to the fifth transmission gear 25 through the second speed gear 521. The power is transmitted to the third transmission gear 23 through the fifth transmission gear 25, and then to the fourth transmission gear 24 through the third transmission gear 23, thereby driving the differential 3 to rotate, thereby driving the vehicle 100 to move.

[0060] In this embodiment, the third clutch 55, the second speed gear 521, and the fifth transmission gear 25 are arranged along the second direction; the second direction and the axial direction of the engine 4 are arranged to be staggered with each other, so as to optimize the spatial arrangement of the third clutch 55, the second speed gear 521, and the fifth transmission gear 25 within the power system 1000, reduce the axial volume of the power system 1000, and improve space utilization. It is understandable that the second direction and the axial direction of the engine 4 can intersect at 30° or 60°, and this disclosure is not limited to this. In one possible embodiment of the present disclosure, the second direction and the axial direction of the engine 4 are perpendicular to each other, so as to maximize the improvement in space utilization of the vehicle 100 by the third clutch 55, the second speed gear 521, and the fifth transmission gear 25.

[0061] It is understood that in other possible embodiments of the present disclosure, the input end 51 may also adopt other forms. For example, the first speed gear 511 may be eliminated, and the engine 4 may be directly connected to the third speed gear 531. Alternatively, a seventh speed gear may be provided between the first speed gear 511 and the engine, the seventh speed gear being in driving connection with the engine 4 and meshing with the first speed gear 511. The first speed gear 511 and the seventh speed gear together constitute the output end, thereby establishing a driving connection between the engine 4 and the transmission assembly 5.

[0062] Similarly, in other possible embodiments of the present disclosure, the output end 52 may also adopt other forms. For example, the second speed gear 521 may be eliminated and the second speed gear 521 may be directly connected to the fifth transmission gear 25. For another example, an eighth speed gear may be provided between the second speed gear 521 and the fifth transmission gear 25. The second speed gear 521 and the eighth speed gear together constitute the output end 52, thereby achieving a transmission connection between the transmission assembly 5 and the transmission assembly 2.

[0063] When the vehicle 100 is traveling at high speed and the vehicle 100 has sufficient power, the engine 4 and the first motor 1 of the power system 1000 can also be driven in parallel to jointly drive the differential 3 to rotate. Specifically, in a possible embodiment of the present disclosure, the power system 1000 also includes a fourth working mode and a fifth working mode.

[0064] Referring to FIG8 , in the fourth operating mode, power is transmitted along a first path and a second path, respectively. In the first path, power is transmitted via the first motor 1 to the first transmission gear 21, then to the second transmission gear 22, then to the third transmission gear 23, then to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In the second path, power is transmitted via the engine 4 to the first speed gear 511, then to the third speed gear 531, then to the fourth speed gear 532, then to the first clutch 533, then to the second speed gear 521, then to the fifth transmission gear 25, then to the third transmission gear 23, then to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In this way, the engine 4 and the first motor 1 are driven in parallel for the vehicle 100 , and since the transmission route of the engine 4 passes through the first clutch 533 , this working mode is also called the engine 4 low-speed parallel mode.

[0065] Referring to FIG9 , in the fifth operating mode, power is transmitted along a first path and a third path, respectively. In the first path, power is transmitted via the first motor 1 to the first transmission gear 21, then to the second transmission gear 22, then to the third transmission gear 23, then to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In the third path, power is transmitted via the engine 4 to the first speed gear 511, then to the second clutch 543, then to the fifth speed gear 541, then to the sixth speed gear 542, then to the second speed gear 521, then to the fifth transmission gear 25, then to the third transmission gear 23, then to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In this way, the engine 4 and the first motor 1 are driven in parallel for the vehicle 100 , and since the transmission route of the engine 4 passes through the second clutch 543 , this working mode is also called the engine 4 high-speed parallel mode.

[0066] Referring to FIG. 10 , when the vehicle 100 is moving at a constant or medium speed, the power system 1000 further includes a sixth operating mode, which is a motor-electric series mode. In this mode, the vehicle 100 can drive the second motor 9 to power the battery, which in turn provides power to the first motor 1. Specifically, the power system 1000 further includes the second motor 9. In the sixth operating mode, power is transmitted along the first and fourth paths, respectively. In the first path, power is transmitted via the first motor 1 to the first transmission gear 21, then to the second transmission gear 22, then to the third transmission gear 23, and finally to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24.

[0067] In the fourth path, power is transmitted to the second motor 9 via the engine 4. There are various ways to transmit power from the engine 4 to the second motor 9. In one possible embodiment of the present disclosure, the power system 1000 further includes a sixth transmission gear 6 and a seventh transmission gear 7. The sixth transmission gear 6 is transmission-connected to the engine 4, and the seventh transmission gear 7 is transmission-connected to the second motor 9. The seventh transmission gear 7 meshes with the sixth transmission gear 6. Power is transmitted via the engine 4 to the sixth transmission gear 6, then to the seventh transmission gear 7, and then to the second motor 9 via the seventh transmission gear 7, thereby driving the second motor 9 to supply power to the battery of the vehicle 100. Of course, power can also be transmitted in other ways along the fourth path, such as between the sixth transmission gear 6 and the seventh transmission gear 7. Other transmission gears can also be added to facilitate power transmission, and this disclosure is not limited in this regard.

[0068] To increase the kinetic energy of vehicle 100, power system 1000 also includes a seventh operating mode and an eighth operating mode. In the seventh and eighth operating modes, the battery of vehicle 100 can power second engine 4, which then assists engine 4 in driving differential 3. Specifically, in one possible embodiment of the present disclosure, power system 1000 also includes a fourth clutch 8, which is drivingly connected to engine 4, and the fourth clutch 8 is clutched and connected to the sixth transmission gear 6, which is drivingly connected to the clutch end.

[0069] Referring to Figure 11 , the seventh operating mode is a generator low-gear assist mode, used to provide assist to the engine 4 when the vehicle 100 is at a constant or medium speed. In the seventh mode, power is transmitted along the first and fifth paths, respectively. In the first path, power is transmitted via the first motor 1 to the first transmission gear 21, then to the second transmission gear 22, then to the third transmission gear 23, and finally to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In the fifth path, the fourth clutch 8 is disconnected from the sixth transmission gear 6, and power is transmitted via the second motor 9 to the seventh transmission gear 7, then to the sixth transmission gear 6, then to the first clutch end 53, then to the output end 52, and finally to the transmission assembly 2, thereby driving the rotation of the differential 3. More specifically, in a possible embodiment of the present disclosure, in the fifth path, power is transmitted to the seventh transmission gear 7 via the second motor 9, transmitted to the sixth transmission gear 6 via the seventh transmission gear 7, transmitted to the third speed gear 531 via the sixth transmission gear 6, transmitted to the fourth speed gear 532 via the third speed gear 531, transmitted to the first clutch 533 via the fourth speed gear 532, transmitted to the second speed gear 521 via the first clutch 533, transmitted to the fifth transmission gear 25 via the second speed gear 521, transmitted to the third transmission gear 23 via the fifth transmission gear 25, transmitted to the fourth transmission gear 24 via the third transmission gear 23, and then driving the differential 3 connected to the fourth transmission gear 24 to rotate.

[0070] Referring to FIG. 12 , the eighth operating mode is the generator high-speed assist mode, which is used to provide assist to the engine 4 when the vehicle 100 is at high speed. In this mode, power is transmitted along a first path and a sixth path. In the first path, power is transmitted via the first motor 1 to the first transmission gear 21, then to the second transmission gear 22, then to the third transmission gear 23, and finally to the fourth transmission gear 24, thereby driving the rotation of the differential 3 connected to the fourth transmission gear 24. In the sixth path, the fourth clutch 8 is disconnected from the sixth transmission gear 6, and power is transmitted via the second motor 9 to the seventh transmission gear 7, then to the sixth transmission gear 6, then to the second clutch end 54, then to the output end 52, and finally to the transmission assembly 2, thereby driving the rotation of the differential 3. More specifically, in a possible embodiment of the present disclosure, in the sixth path, power is transmitted to the seventh transmission gear 7 via the second motor 9, transmitted to the sixth transmission gear 6 via the seventh transmission gear 7, transmitted to the second clutch 543 via the sixth transmission gear 6, transmitted to the fifth speed gear 541 via the second clutch 543, transmitted to the sixth speed gear 542 via the fifth speed gear 541, transmitted to the second speed gear 521 via the sixth speed gear 542, transmitted to the fifth transmission gear 25 via the second speed gear 521, transmitted to the third transmission gear 23 via the fifth transmission gear 25, transmitted to the fourth transmission gear 24 via the third transmission gear 23, and then driving the differential 3 connected to the fourth transmission gear 24 to rotate.

[0071] It should be noted that, in this embodiment, the sixth transmission gear 6 and the first speed change gear 511 can be the same gear or different gears. In a possible implementation of the present disclosure, the sixth transmission gear 6 and the first speed change gear 511 are the same gear to reduce the use of gears in the power system 1000 and improve the space utilization of the power system 1000.

[0072] Referring to FIG13 , to improve the economic performance of the vehicle 100, the power system 1000 further includes a ninth operating mode, which is an energy recovery mode. When the vehicle 100 is coasting or braking, the kinetic energy of the vehicle 100 is converted into electrical energy and stored for reuse. Specifically, in one possible embodiment of the present disclosure, in the ninth operating mode, power is transmitted along a seventh path. In the seventh path, the power passes through the differential 3, is transmitted through the fourth transmission gear 24, is transmitted through the fourth transmission gear 24 to the third transmission gear 23, is transmitted through the third transmission gear 23 to the second transmission gear 22, is transmitted through the second transmission gear 22 to the first transmission gear 21, and is transmitted through the first transmission gear 21 to the first motor 1, thereby driving the first motor to generate electricity for the battery of the vehicle 100. In this way, the kinetic energy of the vehicle 100 is converted into electrical energy, thereby recovering the kinetic energy of the vehicle 100.

[0073] In the description of the embodiments of the present disclosure, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", and "outside" are based on the orientation or positional relationship described in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0074] The above disclosure is only a preferred embodiment of the present disclosure, and it is certainly not intended to limit the scope of the rights of the present disclosure. A person skilled in the art can understand that all or part of the processes of the above embodiment and equivalent changes made in accordance with the claims of the present disclosure are still within the scope of the present disclosure.

Claims

1. A power system (1000), characterized in that: include: A first motor (1), a transmission assembly (2) and a differential (3), wherein the transmission assembly (2) comprises: a first transmission gear (21), a second transmission gear (22), a third transmission gear (23) and a fourth transmission gear (24); The first transmission gear (21) is in transmission connection with the first motor (1), and the first transmission gear (21) is meshed with the second transmission gear (22); The second transmission gear (22) is transmission-connected to the third transmission gear (23); The fourth transmission gear (24) is fixedly arranged on the differential (3) and meshes with the third transmission gear (23).

2. The power system (1000) according to claim 1, characterized in that: The transmission assembly (2) further includes a first transmission shaft (26); The second transmission gear (22) and the third transmission gear (23) are fixed to the first transmission shaft (26).

3. The power system (1000) according to claim 1, characterized in that: The power system (1000) further comprises an engine (4) and a transmission assembly (5), wherein the transmission assembly (5) comprises an input end (51), an output end (52), a first clutch end (53), and a second clutch end (54); The input end (51) is in transmission connection with the engine (4), and the input end (51) is in transmission connection with both the first clutch end (53) and the second clutch end (54); The output end (52) is in driving connection with the transmission assembly (2), and the output end (52) can be selectively in driving connection with the first clutch end (53) and the second clutch end (54).

4. The power system (1000) according to claim 3, characterized in that: The transmission assembly (2) further comprises a fifth transmission gear (25); The fifth transmission gear (25) is transmission-connected to the third transmission gear (23); The input end (51) comprises a first speed gear (511), and the first speed gear (511) is drivingly connected to the engine (4); The output end (52) comprises a second speed change gear (521), and the second speed change gear (521) is meshed with the fifth transmission gear (25); The first clutch end (53) comprises a third speed gear (531), a fourth speed gear (532), and a first clutch (533); the first speed gear (511) is transmission-connected with the third speed gear (531); the third speed gear (531) is meshed with the fourth speed gear (532); the first clutch (533) is clutch-connected with the fourth speed gear (532); and the first clutch (533) is transmission-connected with the first speed gear (511).

5. The power system (1000) according to claim 4, characterized in that: The second clutch end (54) comprises: a fifth speed gear (541), a sixth speed gear (542), and a second clutch (543); the second clutch (543) is transmission-connected to the first speed gear (511); the fifth speed gear (541) is clutch-connected to the second clutch (543); the fifth speed gear (541) is meshed with the sixth speed gear (542); and the sixth speed gear (542) is transmission-connected to the first speed gear (511).

6. The power system (1000) according to claim 5, characterized in that: The transmission assembly (5) further comprises a second transmission shaft (56) and a third transmission shaft (57); The first speed gear (511), the third speed gear (531), and the second clutch (543) are fixed to the second transmission shaft (56); The first clutch (533), the sixth speed gear (542), and the second speed gear (521) are fixed to the third transmission shaft (57).

7. The power system (1000) according to claim 6, characterized in that: The first transmission shaft (26), the second transmission shaft (56), and the third transmission shaft (57) are arranged in the same direction.

8. The power system (1000) according to claim 5, characterized in that: The first clutch (533) and the second clutch (543) are arranged in a first direction; The first direction is interlaced with the axial direction of the engine (4).

9. The power system (1000) according to claim 8, characterized in that: The first direction and the axial direction of the engine (4) are perpendicular to each other.

10. The power system (1000) according to claim 3, characterized in that: The transmission assembly (5) further comprises a third clutch (55), wherein the third clutch (55) has a first clutch gear position (551) and a second clutch gear position (552), wherein the first clutch gear position (551) of the third clutch (55) can be selectively clutched and connected with the first clutch end (53), and the second clutch gear position (552) of the third clutch (55) can be selectively clutched and connected with the second clutch end (54).

11. The power system (1000) according to claim 10, characterized in that: The transmission assembly (2) further comprises a fifth transmission gear (25); The fifth transmission gear (25) is transmission-connected to the third transmission gear (23); The input end (51) comprises a first speed gear (511), and the first speed gear (511) is drivingly connected to the engine (4); The output end (52) comprises a second speed change gear (521), and the second speed change gear (521) is meshed with the fifth transmission gear (25); The first clutch end (53) includes a third speed gear (531) and a fourth speed gear (532), and the second clutch end (54) includes a fifth speed gear (541) and a sixth speed gear (542); The first speed gear (511) is connected in transmission with the third clutch (55), the third speed gear (531) is connected in clutch with the first clutch gear position (551) of the third clutch (55), the fourth speed gear (532) is meshed with the third speed gear (531), the fifth speed gear (541) is connected in clutch with the second clutch gear position (552) of the third clutch (55), and the sixth speed gear (542) is meshed with the fifth speed gear (541).

12. The power system (1000) according to claim 11, characterized in that: The third clutch (55), the second speed change gear (521), and the fifth transmission gear (25) are arranged along the second direction; The second direction is interlaced with the axial direction of the engine (4).

13. The power system (1000) according to claim 12, characterized in that: The second direction and the axial direction of the engine (4) are perpendicular to each other.

14. The power system (1000) according to claim 3, characterized in that: It also includes a second motor (9), a sixth transmission gear (6) and a seventh transmission gear (7); The sixth transmission gear (6) is transmission-connected to the engine (4); The seventh transmission gear (7) is transmission-connected to the second motor (9), and the seventh transmission gear (7) is meshed with the sixth transmission gear (6).

15. The power system (1000) according to claim 14, characterized in that: The power system (1000) further comprises a fourth clutch (8), wherein the fourth clutch (8) is transmission-connected to the engine (4), the fourth clutch (8) is clutch-connected to the sixth transmission gear (6), and the sixth transmission gear (6) is transmission-connected to the clutch end.

16. A vehicle (100), characterized in that: Comprising a power system (1000) as claimed in any one of claims 1 to 15.

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