Power system and vehicle

Abstract

A power system and a vehicle. The power system is provided with a first clutch (33) between a first transmission member (31) and a second transmission member (32) of a differential assembly (3), the first transmission member (31) is in transmission connection with a second electric motor (7), and the second transmission member (32) is connected to a first electric motor (8) by means of a second clutch (2). By means of controlling the disengagement of the first clutch (33), the second electric motor (7) and the first electric motor (8) can separately control different wheels respectively by means of the first transmission member (31) and the second transmission member (32), so as to realize a distributed working mode; and by means of controlling the engagement of the first clutch (33), an operation mode of driving two wheels in a centralized manner is realized, such that the power system can achieve multiple working modes and adapt to driving requirements under different working conditions, thereby improving the power performance and fuel economy of the power system.

Description

Powertrain and vehicles

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 29, 2023, with application number 202311873987.3 and patent application name “Power System and Vehicle”, and the Chinese patent application filed with the China Patent Office on December 29, 2023, with application number 202323671111.9 and patent application name “Power System and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

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

[0003] Existing power systems with distributed drive functions can only realize the operation of a single motor driving a single wheel. The working mode is single and cannot adapt well to the driving needs under different working conditions, resulting in poor power and economy.

[0004] Summary of the Invention

[0005] In view of the above-mentioned deficiencies in the prior art, the object of the present invention is to provide a power system and a vehicle to solve the problem that the existing power system with distributed drive function can only realize a single motor driving a single wheel, resulting in a single working mode.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] A power system includes an engine, a power input shaft, a first motor, a differential assembly, a second clutch and a second motor, wherein the power input shaft is connected to the engine; the first motor is in driving connection with the power input shaft; the differential assembly includes a first transmission member, a second transmission member and a first clutch, wherein the first clutch is respectively connected to the first transmission member and the second transmission member, and the first clutch is used to control the first transmission member to engage or disengage with the second transmission member, the first transmission member is connected to the external first wheel end, and the second transmission member is connected to the external second wheel end; the second clutch is connected to both the power input shaft and the second transmission member, and the second clutch is used to control the power on and off between the power input shaft and the second transmission member; the second motor is in driving connection with the first transmission member.

[0008] In some schemes of the present application, the first transmission member includes a differential housing, a differential gear, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch, the first differential driven gear is fixedly connected to the differential housing, the second motor is transmission-connected to the first differential driven gear, the differential gear is rotationally connected in the differential housing, one end of the first output half shaft is meshed with the differential gear, and the other end is connected to the first wheel end, one end of the second output half shaft is meshed with the differential gear, and the other end is connected to the first clutch; the third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft.

[0009] In some embodiments of the present application, the first motor is arranged on one circumferential side of the differential assembly, and the second motor is arranged on the other circumferential side of the differential assembly; the axial direction of the first motor is parallel to the axial direction of the second motor.

[0010] In some aspects of the present application, the first motor and the second motor at least partially overlap in the axial direction.

[0011] In some embodiments of the present application, the second transmission member includes a power output shaft and a second differential driven gear, one end of the power output shaft is connected to the first clutch, and the other end is connected to the second wheel end; the second differential driven gear is fixedly connected to the power output shaft and is transmission-connected to the second clutch.

[0012] In some embodiments of the present application, the power system further includes a fourth clutch, which connects the power input shaft and the first differential driven gear, and the fourth clutch can control the power input shaft to engage or disengage with the first differential driven gear.

[0013] In some schemes of the present application, based on the fact that the first transmission member includes a differential housing, a differential gear, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch, the third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft, the fourth clutch is connected to the first differential driven gear.

[0014] In some embodiments of the present application, the second clutch is arranged on the power input shaft, and the second clutch and the fourth clutch share a clutch housing, so that the second clutch and the fourth clutch constitute a dual clutch, and the clutch housing of the dual clutch is fixedly connected to the power input shaft.

[0015] In some embodiments of the present application, the power system further includes a fifth clutch, which connects the power input shaft and the engine, and is used to control the connection or separation of the engine and the power input shaft.

[0016] In some schemes of the present application, the fifth clutch includes a fifth clutch housing and a fifth clutch brake, the fifth clutch housing is fixedly connected to the power input shaft, and the fifth clutch brake is movably connected in the fifth clutch housing and connected to the engine; the fifth clutch housing is provided with an input shaft gear, and the output shaft of the first motor is provided with an eighth gear, and the eighth gear is engaged with the input shaft gear.

[0017] In some embodiments of the present application, the first motor is disposed on the power input shaft.

[0018] In some embodiments of the present application, the power system also includes a third intermediate shaft, a fifth gear and a sixth gear, the fifth gear and the sixth gear are both fixed on the third intermediate shaft, and the fifth gear is transmission-connected to the second clutch, the sixth gear is transmission-connected to the second transmission member, and the diameter of the sixth gear is smaller than the diameter of the fifth gear.

[0019] A power system includes an engine, a power input shaft, a first motor, a differential assembly, a second clutch, a fourth clutch, a sixth clutch and a second motor; the power input shaft is connected to the engine; the first motor is in transmission connection with the power input shaft; the differential assembly includes a first transmission member, a second transmission member and a first clutch, the first clutch connects the first transmission member and the second transmission member, the first clutch is used to control the first transmission member to engage or disengage with the second transmission member, and the second transmission member is connected to the external second wheel end; the first transmission member is connected to the external first wheel end; the second clutch connects the power input shaft and the second transmission member to control the power input shaft and the second transmission member to engage or disengage; the fourth clutch connects the power input shaft and the first transmission member, and the fourth clutch is used to control the power on and off between the power input shaft and the first transmission member; the sixth clutch connects the first transmission member and the power input shaft, and the sixth clutch is used to control the first transmission member to engage or disengage with the power input shaft; the second motor is in transmission connection with the first transmission member.

[0020] In some schemes of the present application, the first transmission member includes a differential housing, a differential gear, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch, the first differential driven gear is fixedly connected to the differential housing, the second motor and the fourth clutch are both transmission-connected to the first differential driven gear, the differential gear is rotationally connected in the differential housing, one end of the first output half shaft is connected to the differential gear, and the other end is connected to the first wheel end, one end of the second output half shaft is connected to the differential gear, and the other end is connected to the first clutch; the third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft.

[0021] In some embodiments of the present application, the second transmission member includes a power output shaft, which is connected to the first clutch and the first wheel end; the second clutch is connected to the power output shaft, and the second clutch is provided with a second differential driven gear, and the second differential driven gear is transmission-connected to the power input shaft.

[0022] In some embodiments of the present application, the power system also includes a second intermediate shaft and a first gear, the second intermediate shaft is connected to the first differential driven gear, the sixth clutch is fixedly connected to the second intermediate shaft, the first gear is fixedly connected to the output end of the sixth clutch, the power input shaft is rotatably connected to a second gear and fixedly connected to a third gear, the third gear is meshed with the first gear and the second differential driven gear, the second gear is fixedly connected to the fourth clutch, and the second gear is meshed with the first differential driven gear.

[0023] In some embodiments of the present application, a differential input shaft gear is provided on the output shaft of the second motor; the power system also includes a first intermediate shaft, a differential driving gear and an intermediate driven gear, the differential driving gear and the intermediate driven gear are both fixed on the first intermediate shaft, the differential driving gear is meshed with the first differential driven gear, and the intermediate driven gear is meshed with the differential input shaft gear.

[0024] In some embodiments of the present application, the power system further includes a fifth clutch, which connects the power input shaft and the engine, and is used to control the connection or separation of the engine and the power input shaft.

[0025] In some schemes of the present application, the fifth clutch includes a fifth clutch housing and a fifth clutch brake, the fifth clutch housing is fixedly connected to the power input shaft, and the fifth clutch brake is movably connected in the fifth clutch housing and connected to the engine; the fifth clutch housing is provided with an input shaft gear, and an eighth gear is provided on the output shaft of the first motor, the eighth gear is engaged with the input shaft gear, and the diameter of the eighth gear is smaller than the diameter of the input shaft gear.

[0026] A vehicle includes a vehicle body, a power system, a second wheel end and a first wheel end, wherein the power system is installed on the vehicle body and the power system is the power system described in any of the above schemes, the second wheel end is connected to the first transmission member of the power system, and the first wheel end is connected to the second transmission member of the power system.

[0027] Beneficial effects: The present application provides a power system, which sets a first clutch between the first transmission member and the second transmission member of the differential assembly, wherein the first transmission member is connected to the second motor, and the second transmission member is connected to the first motor through the second clutch. By controlling the separation of the first clutch and the engagement of the second clutch, the second motor can control different wheels separately through the first transmission member and the first motor can control different wheels separately through the second transmission member, thereby realizing a distributed working mode. By controlling the engagement of the first clutch and the separation of the second clutch, a working mode in which the second motor centrally drives two wheels is realized, thereby enabling the power system to realize multiple working modes, adapt to driving requirements under different working conditions, and improve the power and economy of the power system.

[0028] The present application provides a power system, which provides a first clutch between the first transmission member and the second transmission member of the differential assembly, the first transmission member is connected to the second motor, and the second transmission member is connected to the first motor through the second clutch. By controlling the separation of the first clutch and the engagement of the second clutch, the second motor can control different wheels separately through the first transmission member and the first motor can control different wheels separately through the second transmission member, thereby realizing a distributed working mode. By controlling the engagement of the first clutch and the separation of the second clutch, a working mode of concentrated driving of two wheels is realized. The first motor is also connected to the first transmission member through the sixth clutch and the fourth clutch respectively, so that when in the operating mode of concentrated driving of two wheels, multiple working modes can be realized by controlling the second clutch and the fourth clutch, thereby adapting to driving requirements under different working conditions and improving the power and economy of the power system.

[0029] A vehicle includes a power system according to any of the above-mentioned schemes, which realizes a distributed working mode by controlling the disengagement of a first clutch and the engagement of a second clutch so that a first motor can independently control different wheels through a first transmission member and a second motor can independently control different wheels through a second transmission member. It can also realize an operating mode of centralized driving of two wheels by controlling the engagement of the first clutch and the disengagement of the second clutch, so that the power system can realize multiple working modes, adapt to driving requirements under different working conditions, and improve the power and economy of the power system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] FIG1 is a structural diagram of a power system.

[0031] FIG2 is a schematic structural diagram of the differential assembly of the power system shown in FIG1 .

[0032] FIG3 is a second structural diagram of the power system.

[0033] FIG4 is a third structural diagram of the power system.

[0034] FIG5 is a fourth structural diagram of the power system.

[0035] FIG6 is a fifth structural diagram of the power system.

[0036] FIG7 is a sixth structural diagram of the power system, wherein the dotted line indicates that the first differential driven gear is in transmission connection with the fourth gear.

[0037] FIG8 is a schematic structural diagram of the differential assembly of the power system shown in FIG7 .

[0038] FIG9 is a shaft system distribution diagram of the power system shown in FIG7 .

[0039] Main component symbols: 1-engine; 11-power input shaft; 2-second clutch; 21-seventh gear; 3-differential assembly; 31-first transmission member; 311-differential housing; 312-differential gear; 313-first differential driven gear; 314-first output half shaft; 315-second output half shaft; 316-third clutch; 32-second transmission member; 321-power output shaft; 322-second differential driven gear; 33-first clutch; 4-fourth clutch; 4 1-second gear; 5-fifth clutch; 51-input shaft gear; 6-sixth clutch; 61-first gear; 7-second motor; 71-differential input shaft gear; 8-first motor; 81-eighth gear; 91-first intermediate shaft; 92-differential driving gear; 93-intermediate driven gear; 94-second intermediate shaft; 93-third gear; 96-fourth gear; 97-third intermediate shaft; 98-fifth gear; 99-sixth gear; 210-first wheel end; 220-second wheel end. DETAILED DESCRIPTION

[0040] The present invention provides a power system and a vehicle. To make the objectives, technical solutions, and effects of the present invention more clear and explicit, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0041] In the description of the present invention, it should be understood that the terms "upper", "lower", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying 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 invention.

[0042] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections, or mutual communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0043] A vehicle includes a vehicle body, a power system, a second wheel end, and a first wheel end. The power system is mounted on the vehicle body. The first wheel end is connected to a first transmission member of the power system so that the first wheel end can rotate under the drive of the power system. The second wheel end is connected to a second transmission member of the power system so that the second wheel end can also rotate under the drive of the power system.

[0044] Example 1:

[0045] Referring to Figures 1-3, a power system includes an engine 1, a power input shaft 11, a first motor 8, a second clutch 2, a differential assembly 3, and a second motor 7. The engine 1 is connected to the power input shaft 11, enabling the engine 1 to drive the power input shaft 11 to rotate. The first motor 8 is in transmission connection with the power input shaft 11, enabling power from the power input shaft 11 to be transmitted to the first motor 8, and vice versa. Therefore, the first motor 8 can drive the rotating shaft of the engine 1 to rotate, thereby igniting the engine 1, and the engine 1 can also drive the first motor 8 to generate electricity.

[0046] In one embodiment, the power system further includes a fifth clutch 5, which connects the power input shaft 11 and the engine 1. The fifth clutch 5 is used to control the engagement or disengagement of the engine 1 from the power input shaft 11. When the fifth clutch 5 is engaged, the power of the engine 1 can be transmitted to the power input shaft 11. When the first motor 8 is used to drive the vehicle, the fifth clutch 5 is disengaged, so that the first motor 8 does not need to drag the output shaft of the engine 1 to rotate, thereby reducing the power utilization efficiency of the first motor 8.

[0047] In the embodiment shown in Figure 1, the fifth clutch 5 includes a fifth clutch housing and a fifth clutch brake. The fifth clutch housing is fixedly connected to the power input shaft 11, the fifth clutch brake is movably connected in the fifth clutch housing, and the fifth clutch brake is connected to the output shaft of the engine 1. By controlling the combination of the fifth clutch housing and the fifth clutch brake, the output shaft of the engine 1 is connected to the power input shaft 11.

[0048] The differential assembly 3 includes a first transmission member 31, a second transmission member 32, and a first clutch 33. The first transmission member 31 is connected to the first wheel end 210. The second motor 7 is in driving connection with the first transmission member 31, enabling the second motor 7 to drive the first wheel end 210 to rotate. The second transmission member 32 is connected to the second wheel end 220. The second clutch 2 is connected to the power input shaft 11 and the second transmission member 32, and is used to control the power supply between the power input shaft 11 and the second transmission member 32. In the embodiment shown in Figure 1, the second clutch 2 is disposed on the power input shaft 11 and is connected to the second transmission member 32. When the second clutch 2 is engaged, the first motor 8 can drive the second wheel end 220 to rotate.

[0049] The first clutch 33 connects the first transmission member 31 and the second transmission member 32, respectively. When the first clutch 33 is disengaged and the second clutch 2 is engaged, the first wheel 210 can be driven by the second motor 7, and the second wheel 220 can be driven by the first motor 8. This allows the first and second wheels 210 and 220 to operate in a distributed mode with independent power sources. By controlling the speeds of the first and second motors 8 and 7, the vehicle's turning radius can be reduced. In the event of an extreme tire blowout or slippery road conditions, the speeds of the first and second motors 8 and 7 can be controlled to maintain vehicle balance, improving driving safety. When the first clutch 33 is engaged, the power of the second motor 7 can simultaneously drive the first and second wheels 210 and 220, thereby improving the vehicle's dynamic performance.

[0050] When the first clutch 33 is in the engaged state, the power system can also realize single-motor drive mode, hybrid parallel mode and engine direct drive mode.

[0051] When the power system is in single-motor drive mode, the first motor 8 and engine 1 are inoperative, the second motor 7 is operational, the fifth clutch 5 and the second clutch 2 are disengaged, and the first clutch 33 is engaged. This allows the power of the second motor 7 to be transmitted to the first and second wheels via the differential assembly 3, enabling the second motor 7 to drive the vehicle. In this operating mode, the fifth clutch 5 can also be engaged without affecting the rotation of the first and second wheels driven by the second motor 7.

[0052] When the powertrain is in hybrid parallel mode, the fifth clutch 5, second clutch 2, and first clutch 33 are all engaged, and the engine 1 and second motor 7 are operating. The power of the engine 1 passes through the fifth clutch 5, the power input shaft 11, and the second clutch 2 before combining with the power of the second motor 7 at the differential assembly 3. Together, the first and second wheels are driven by the differential assembly 3. In this operating mode, the first motor 8 can be inactive or generate or output power.

[0053] When the power system is in the engine direct drive mode, the fifth clutch 5, the second clutch 2 and the first clutch 33 are all in the engaged state, the engine 1 is working, and the first motor 8 and the second motor 7 are not working, so that the power of the engine 1 drives the first wheel end and the second wheel end to rotate after passing through the fifth clutch 5, the power input shaft 11, the second clutch 2 and the differential assembly 3.

[0054] In the above, the power system controls the fifth clutch 5, the second clutch 2 and the first clutch 33 to achieve multiple working modes such as distributed working mode, single motor drive mode, hybrid parallel mode and engine direct drive mode, so that it can adapt well to driving requirements under different working conditions, thereby improving the vehicle's power and economy.

[0055] In other embodiments, the power system may not be provided with the fifth clutch 5, that is, the engine 1 is directly connected to the power input shaft 11. When the power system is in a distributed working mode, the first motor 8 drives the second wheel end to rotate while dragging the engine 1 to idle.

[0056] 2 , in detail, the first transmission member 31 includes a differential housing 311, a differential gear 312, a first differential driven gear 313, a first output half shaft 314 and a second output half shaft 315. The first differential driven gear 313 is fixedly connected to the differential housing 311, the second motor 7 is in transmission connection with the first differential driven gear 313, the differential gear 312 is rotationally connected in the differential housing 311, one end of the first output half shaft 314 is engaged with the differential gear 312, and the other end is connected to the first wheel end 210, and one end of the second output half shaft 315 is engaged with the differential gear 312, and the other end is connected to the first clutch 33. When the first clutch 33 is engaged and the power of the second motor 7 is input through the first differential driven gear 313, the power of the second motor 7 is transmitted to the first output axle 314 and the second output axle 315 via the differential gear 312. Because the differential gear 312 can rotate relative to the differential housing 311, a speed difference is created between the first output axle 314 and the second output axle 315, enabling the vehicle to turn. Of course, the first output axle 314 and the second output axle 315 can also rotate at the same speed, enabling the vehicle to travel in a straight line.

[0057] In other embodiments, the first transmission member 31 includes a first output half shaft 314 and a first differential driven gear 313 . The first differential driven gear 313 is fixed on the first output half shaft 314 . The first output half shaft 314 is connected to the first clutch 33 and the first wheel end.

[0058] 1 and 3 to 6 , the first transmission member 31 further includes a third clutch 316 , which is fixedly connected to the differential housing 311 and is connected to one of the first output half-shaft 314 and the second output half-shaft 315 . When the third clutch 316 is connected to the first output half-shaft 314 , the third clutch 316 is used to control the engagement or separation between the differential housing 311 and the first output half-shaft 314 . When the third clutch 316 is connected to the second output half-shaft 315 , the third clutch 316 is used to control the engagement or separation between the differential housing 311 and the second output half-shaft 315 .

[0059] 1-2 and 4-5 , when the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half-shaft 314, when the third clutch 316 is in the engaged state, the first output half-shaft 314 is locked together with the differential housing 311, so that the first output half-shaft 314 cannot rotate relative to the differential housing 311, and the differential gear 312 cannot rotate (i.e., rotate on its own, which means rotating around the axis of the differential gear 312), and thus the differential effect cannot be achieved, so that the power input from the first differential driven gear 313 is directly transmitted to the first output half-shaft 314 through the third clutch 316.

[0060] 3 and 6 , when the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output axle shaft 315 , when the third clutch 316 is engaged, the second output axle shaft 315 is locked to the differential housing 311 . Therefore, the second output axle shaft 315 cannot rotate relative to the differential housing 311 , and the differential gear 312 cannot rotate (i.e., rotate on its own). Consequently, the differential housing 311 , the differential gear 312 , the first differential driven gear 313 , the first output axle shaft 314 , and the second output axle shaft 315 are fixed as a whole, preventing differential action. Consequently, power input from the first differential driven gear 313 is directly transmitted to the first output axle shaft 314 via the third clutch 316 , the second output axle shaft 315 , and the differential gear 312 .

[0061] In the above description, when the second clutch 2 and the third clutch 316 are engaged and the first clutch 33 is disengaged, the first wheel end 210 is driven by the second motor 7, and the second wheel end 220 is driven by the first motor 8. Therefore, the first wheel end 210 and the second wheel end 220 form a distributed structure. When the first clutch 33 is engaged and the third clutch 316 is disengaged, the power input from the second motor 7 is transmitted to the differential gear 312 via the first differential driven gear 313. A portion of the power is then transmitted to the first wheel end 210 via the first output half-shaft 314, and the remaining portion is transmitted to the second wheel end 220 via the second output half-shaft 315, the first clutch 33, and the second transmission member 32. This allows the first and second wheel ends 210 and 220 to be driven by the same power source. When the first clutch 33 is engaged and the second clutch 2 and the third clutch 316 are disengaged, the first and second wheel ends 210 and 220 can be driven by the second motor 7, achieving single-motor drive functionality. When the fifth clutch 5, the second clutch 2, and the first clutch 33 are engaged, and the third clutch 316 is disengaged, the powertrain can operate in both hybrid parallel mode and engine direct drive mode. When the second clutch 2 and the first clutch 33 are engaged, and the fifth clutch 5 and the third clutch 316 are disengaged, the powertrain can also operate in dual-motor drive mode. In dual-motor drive mode, the first motor 8 and the second motor 7 operate. The power of the first motor 8 passes through the power input shaft 11 and the second clutch 2, then combines with the power of the second motor 7 at the differential assembly 3 to jointly drive the rotation of the first and second wheels.

[0062] The second transmission member 32 includes a power output shaft 321 and a second differential driven gear 322, one end of the power output shaft 321 is connected to the first clutch 33, and the other end is connected to the second wheel end 220; the second differential driven gear 322 is fixedly connected to the power output shaft 321 and is in transmission connection with the second clutch 2, so that the power passing through the second clutch 2 can be transmitted to the second wheel end 220 through the second differential driven gear 322 and the power output shaft 321, and can also be transmitted to the first wheel end 210 through the second differential driven gear 322, the power output shaft 321, the first clutch 33 and the first transmission member 31.

[0063] Specifically, a first gear 61 is provided at the output end of the second clutch 2 , and the first gear 61 is rotatably connected to the power input shaft 11 . The first gear 61 meshes with the second differential driven gear 322 to achieve connection between the second transmission member 32 and the second clutch 2 .

[0064] A differential input shaft gear 71 is provided on the output shaft of the second motor 7. The power system also includes a first intermediate shaft 91, a differential driving gear 92 and an intermediate driven gear 93. The differential driving gear 92 and the intermediate driven gear 93 are both fixed to the first intermediate shaft 91. The differential driving gear 92 is engaged with the first differential driven gear 313, and the intermediate driven gear 93 is engaged with the differential input shaft gear 71, thereby realizing a transmission connection between the second motor 7 and the first transmission member 31 (first differential driven gear 313).

[0065] Among them, the diameter of the differential input shaft gear 71 is smaller than the diameter of the differential driving gear 92, so that when the power of the second motor 7 is transmitted to the first transmission member 31, the differential input shaft gear 71, the intermediate driven gear 93 and the differential driving gear 92 form a deceleration structure to achieve deceleration and torque increase.

[0066] In other embodiments, the differential input shaft gear 71 may also directly mesh with the first differential driven gear 313 .

[0067] In one embodiment, the second motor 7 is arranged on one circumferential side of the differential assembly 3, and the first motor 8 is arranged on the circumferential outside of the differential assembly 3. Specifically, in the differential assembly 3, the first output shaft half shaft 314, the second output half shaft 315, the power output shaft 321, the first differential driven gear 313 and the differential housing 311 are coaxially arranged. The circumferential direction of the differential assembly 3 refers to the outside of the axis where the first output shaft half shaft 314, the second output half shaft 315, the first differential driven gear 313 and the differential housing 311 are located. The power input shaft 11, the first intermediate shaft 91, the first motor 8 and the second motor 7 are all arranged parallel to the differential assembly 3, and the differential assembly 3, the power input shaft 11, the first intermediate shaft 91, the first motor 8 and the second motor 7 are at least partially overlapped in the axial direction, thereby shortening the length of the power system in the Y direction (the axial direction of the power input shaft 11, which is also the width direction of the vehicle).

[0068] In the embodiment shown in Figure 1, the first output shaft half shaft 314, the second output half shaft 315 and the power output shaft 321 are on the same straight line, the end of the first output shaft half shaft 314 away from the second output half shaft 315 is the first end of the differential assembly 3, and the end of the power output shaft 321 away from the second output half shaft 315 is the second end of the differential assembly 3. The power input shaft 321, the first intermediate shaft 91, the first motor 8 and the second motor 7 are all located between the first end of the differential assembly 3 and the second end of the differential assembly 3, thereby shortening the length of the power system in the Y direction (axial direction of the power input shaft 11).

[0069] Among them, the first motor 8 is located on the outside of the second clutch 2, that is, the first motor 8 coincides with the power input shaft 11 in the axial direction, the intermediate driven gear 93 is located on the outside of the differential driving gear 92 close to the second differential driven gear 322, and the second motor 7 is located on the outside of the first differential driven gear 313, so that the first intermediate shaft 91 and the second motor 7 coincide with the power input shaft 11 in the axial direction. Therefore, the first motor 8 and the second motor 7 at least partially coincide in the axial direction, making the structure of the power system in the Y direction more compact.

[0070] In one embodiment, an input shaft gear 51 is provided on the fifth clutch 5, and an eighth gear 81 is provided on the output shaft of the first motor 8. The eighth gear 81 meshes with the input shaft gear 51 to achieve a transmission connection between the first motor 8 and the power input shaft 11. Furthermore, the input shaft gear 51 is disposed on the fifth clutch 5, reducing the space available for mounting the input shaft gear 51 on the power input shaft 11, thereby reducing the axial length of the power input shaft 11. The diameter of the eighth gear 81 is smaller than that of the input shaft gear 51, so that when the first motor 8 outputs power, a speed reduction structure is formed between the eighth gear 81 and the input shaft gear 51, thereby achieving speed reduction and torque increase for the first motor 8. When the engine 1 drives the first motor 8 to generate electricity, a speed increase and torque reduction effect is achieved, i.e., the torque requirement of the first motor 8 is reduced, thereby reducing the size of the first motor 8 and improving the power density of the entire power system.

[0071] In the embodiment shown in Figures 1 and 3, when the first clutch 33 is engaged, the first wheel end 210 and the second wheel end 220 are driven by the second motor 7, and the engine 1 can drive the first motor 8 to generate electricity, forming an extended-range power system, thereby improving the vehicle's endurance. When the first clutch 33 is disengaged, the first wheel end 210 is driven by the second motor 7, and the second wheel end 220 is driven by the first motor 8, forming a distributed structure. By separately controlling the speeds of the second motor 7 and the first motor 8, the vehicle's driving and turning are achieved, giving the vehicle a smaller turning radius or track following accuracy, while also enabling faster response to emergency situations and improving vehicle driving safety. Thus, a power system is achieved that integrates the range-extending module and the distributed electric drive within a single housing, achieving a highly integrated power system.

[0072] Example 2:

[0073] Referring to Figure 4, this embodiment is based on the first embodiment, that is, on the basis of the extended-range power system shown in Figures 1 and 3, and adjusts the position of the first motor 8. That is, the output shaft of the first motor 8 is directly fixedly connected to the power input shaft 11, thereby reducing the gear transmission structure between the engine 1 and the first motor 8, and further reducing the power transmission efficiency loss between the engine 1 and the first motor 8. When the engine 1 drives the first motor 8 to generate electricity, the power generation efficiency of the first motor 8 is improved.

[0074] In the embodiment shown in FIG. 4 , the output shaft of the first motor 8 is sleeved on the power input shaft 11 , and the output shaft of the first motor 8 is fixedly connected to the power input shaft 11 , making the structure of the power system more compact.

[0075] In some embodiments, the power system further includes a third intermediate shaft 97, a fifth gear 98, and a sixth gear 99. The third intermediate shaft 97 is arranged parallel to the power input shaft 11. The fifth gear 98 and the sixth gear 99 are both fixed to the third intermediate shaft 97. The fifth gear 98 is in driving connection with the second clutch 2, and the sixth gear 99 is in driving connection with the second transmission member 32. The arrangement of the third intermediate shaft 97, the fifth gear 98, and the sixth gear 99 provides a larger space between the differential assembly 3 and the power input shaft 11 for mounting the first motor 8.

[0076] Among them, the diameter of the sixth gear 99 is smaller than the diameter of the fifth gear 98, so that when the sixth gear 99 transmits with the second differential driven gear 322 in the second transmission member 32, the diameter of the second differential driven gear 322 is reduced with the same transmission ratio.

[0077] Example 3:

[0078] This embodiment builds upon the first embodiment, i.e., the range-extended powertrain system shown in Figures 1 and 3 , by adding a fourth clutch 4 . This allows for the first clutch 33 to be engaged, allowing the first and second wheels 210 and 220 to be driven by one or more of the first motor 8 , the second motor 7 , and the engine 1 , thereby forming a powertrain system. This improves the vehicle's power output, maximizes the overall power output for escape, and enhances the vehicle's maneuverability. Consequently, a powertrain system is achieved that integrates the hybrid module, range-extended module, and distributed electric drive within a single housing, achieving a highly integrated powertrain.

[0079] 5 and 6 , the power system includes the aforementioned engine 1, power input shaft 11, fifth clutch 5, first motor 8, second clutch 2, differential assembly 3, and second motor 7. The power system also includes a fourth clutch 4, which connects the power input shaft 11 and the first differential driven gear 313. The fourth clutch 4 is used to control the engagement or disengagement of the power input shaft 11 and the first differential driven gear 313, allowing power passing through the power input shaft 11 to be transmitted to the first transmission member 31 via the fourth clutch 4. When the first clutch 33 and the fourth clutch 4 are engaged, the first motor 8 or the engine 1 can drive the first and second wheel ends 210, 220 to rotate. Alternatively, the first and second motors 8 and 7 can simultaneously drive the first and second wheel ends 210, 220 to rotate. Alternatively, the engine 1 and second motor 7 can simultaneously drive the first and second wheel ends 210, 220 to rotate. In the embodiment shown in FIG5 and FIG6 , the fourth clutch 4 is disposed on the power input shaft 11 and is connected to the first differential driven gear 313.

[0080] In one embodiment, the second clutch 2 and the fourth clutch 4 share a clutch housing, so that the second clutch 2 and the fourth clutch 4 constitute a dual clutch, and the clutch housing of the dual clutch is fixedly connected to the power input shaft 11, so as to reduce the space occupied by the second clutch 2 and the fourth clutch 4, that is, reduce the length of the power input shaft 11, and thereby reduce the axial length of the power system along the power input shaft 11.

[0081] In the embodiments shown in Figures 5 and 6, the second clutch 2 and the fourth clutch 4 constitute a back-to-back dual clutch, which makes the structure more compact and facilitates the arrangement of the second differential driven gear 322 connected to the second clutch 2 and the first differential driven gear 313 connected to the fourth clutch 4 in the axial direction of the power input shaft.

[0082] The output end of the fourth clutch 4 is provided with a second gear 41 , which is rotatably connected to the power input shaft 11 . The second gear 41 is engaged with the first differential driven gear 313 to achieve connection between the first transmission member 31 and the fourth clutch 4 .

[0083] In one embodiment, the differential driving gear 92, the first differential driven gear 313, and the fourth clutch 4 are arranged on the same plane. The second motor 7 is arranged radially outward from the differential driving gear 92, and the first motor 8 is arranged radially outward from the second clutch 2. The first motor 8 and the second motor 7 are arranged in parallel. The distance between the first motor 8 and the second motor 7 in the Y direction is reduced, thereby shortening the length of the power system in the Y direction (the axial direction of the power input shaft 11) and fully utilizing the length in the X direction. The Y direction is the width direction of the entire vehicle, and the X direction is the length direction of the entire vehicle.

[0084] Among the above, the working modes of the power system include single-motor pure electric drive mode, dual-motor pure electric drive mode, dual-motor distributed pure electric drive mode, parking power generation mode, series mode, hybrid parallel mode, engine direct drive mode, single-motor energy recovery mode, dual-motor distributed energy recovery mode, single-motor pure electric escape mode, dual-motor pure electric escape 1st gear mode and dual-motor pure electric escape 2nd gear mode.

[0085] When the power system is in a single-motor pure electric drive mode, the first clutch 33 is engaged and the second motor 7 is working. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0086] When the power system is in the dual-motor pure electric drive mode, the fourth clutch 4 and the first clutch 33 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0087] When the power system is in the dual-motor distributed pure electric drive mode, the second clutch 2 and the third clutch 316 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the second clutch 2, the second differential driven gear 322 and the power output shaft 321. The power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316 and the first output half shaft 314.

[0088] When the power system is in the parking power generation mode, the fifth clutch 5 is engaged, and the engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11.

[0089] When the power system is in series mode, the fifth clutch 5 and the first clutch 33 are engaged, the engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0090] When the powertrain is in hybrid parallel mode, the fifth clutch 5, the fourth clutch 4, and the first clutch 33 are engaged, and the engine 1 and the second motor 7 are operating. The power of the engine 1 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 via the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 via the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate via the first clutch 33 and the power output shaft 321. As a result, the engine 1 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate. In this mode, the first motor 8 can be in either a generating or driving state.

[0091] When the power system is in the engine direct drive mode, the fifth clutch 5, the fourth clutch 4 and the first clutch 33 are combined, the engine 1 is working, and the power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the engine 1 drives the first wheel end 210 and the second wheel end 220 to rotate.

[0092] When the power system is in the single-motor energy recovery mode, the first clutch 33 is engaged, and the first wheel end 210 and the second wheel end 220 drive the second motor 7 to generate electricity.

[0093] When the power system is in the dual-motor distributed energy recovery mode, the second clutch 2 and the third clutch 316 are engaged, and the second wheel end 220 drives the first motor 8 to generate electricity through the power output shaft 321, the second differential driven gear 322, the second clutch 2, and the power input shaft 11, and the first wheel end 210 drives the second motor 7 to generate electricity through the first output half shaft 314, the third clutch 316, and the first differential driven gear 313.

[0094] When the power system is in the single-motor pure electric escape mode, the first clutch 33 and the third clutch 316 are engaged, the second motor 7 is working, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313, the third clutch 316 and the differential housing 311. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0095] When the power system is in the dual-motor pure electric escape 1st gear mode, the first clutch 33, the third clutch 316 and the fourth clutch 4 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, the third clutch 316, and the differential housing 311. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313, the third clutch 316 and the differential housing 311. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0096] When the power system is in the dual-motor pure electric escape 2nd gear mode, the second clutch 2, the first clutch 33 and the third clutch 316 are combined, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the power output shaft 321 through the power input shaft 11, the second clutch 2, and the second differential driven gear 322. The power of the second motor 7 is transmitted to the first output half shaft 314 through the first differential driven gear 313 and the third clutch 316. Since the first output half shaft 314, the differential housing 311, the differential gear 312 and the second output half shaft 315 are locked as a whole, the first clutch 33 connects the second output half shaft 315 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0097] The working modes of the power system are as follows:

[0098] In the above table, “ / ” indicates that the corresponding clutch can be in an engaged state or a disengaged state, but in the present application, the disengaged state is preferred.

[0099] Example 4:

[0100] Referring to Figures 7 to 9, this embodiment is based on the third embodiment, that is, on the basis of the power system shown in Figures 5 and 6, and adds the setting of the sixth clutch 6. The sixth clutch 6 connects the first transmission member 31 and the power input shaft 11, so that the fourth clutch 4 and the sixth clutch 6 form two gears of the power system, forming a 2-gear power system. The 2-gear power system can not only realize the wheel escape mode, which can maximize the use of the entire power system to achieve escape, but also realize dual-motor drive, which can improve the handling performance of the whole vehicle. Therefore, a power system that integrates the hybrid module, the range extender module and the distributed electric drive in one housing is realized, realizing a high degree of integration of the power system. The power system has multiple gears, which further optimizes the working efficiency of the engine and the first motor, and is also conducive to improving the acceleration capability of the whole vehicle.

[0101] Specifically, the power system includes an engine 1, a power input shaft 11, a fifth clutch 5, a first motor 8, a second clutch 2, a fourth clutch 4, a sixth clutch 6, a differential assembly 3, and a second motor 7. The fifth clutch 5 connects the power input shaft 11 and the engine 1. The fifth clutch 5 is used to control the engagement or disengagement of the engine 1 and the power input shaft 11. When the fifth clutch 5 is in the engaged state, the power of the engine 1 can be transmitted to the power input shaft 11. The first motor 8 is in transmission connection with the power input shaft 11, so that the power on the power input shaft 11 can be transmitted to the first motor 8, and the power on the first motor 8 can also be transmitted to the power input shaft 11. Therefore, when the fifth clutch 5 is in the engaged state, the first motor 8 can drive the rotating shaft of the engine 1 to rotate to achieve ignition of the engine 1, and the engine 1 can also drive the first motor 8 to generate electricity.

[0102] In the embodiment shown in Figure 7, the fifth clutch 5 includes a fifth clutch housing and a fifth clutch brake. The fifth clutch housing is fixedly connected to the power input shaft 11, the fifth clutch brake is movably connected in the fifth clutch housing, and the fifth clutch brake is connected to the output shaft of the engine 1. By controlling the combination of the fifth clutch housing and the fifth clutch brake, the output shaft of the engine 1 is connected to the power input shaft 11.

[0103] The differential assembly 3 includes a first transmission member 31, a second transmission member 32, and a first clutch 33. The first transmission member 31 connects the first wheel end 210 and the second motor 7, allowing the second motor 7 to drive the first wheel end 210 to rotate via the first transmission member 31. The second transmission member 32 connects the second wheel end 220. The first clutch 33 connects the first transmission member 31 and the second transmission member 32, respectively, and is used to control the engagement and disengagement of the first transmission member 31 and the second transmission member 32. When the first clutch 33 is engaged, the power of the second motor 7 can simultaneously drive the first wheel end 210 and the second wheel end 220 to rotate, thereby improving the vehicle's dynamic performance. When the first clutch 33 is in a disengaged state, the first wheel end 210 can be driven by the second motor 7, and the second wheel end 220 can be driven by the first motor 8, so that the first wheel end 210 and the second wheel end 220 form a distributed structure with independent power sources. By controlling the rotational speeds of the first motor 8 and the second motor 7, the turning radius of the vehicle can be reduced. When the vehicle encounters extreme safety accidents such as tire blowouts and slippery roads, the rotational speeds of the first motor 8 and the second motor 7 can also be controlled to control the balance of the vehicle, thereby improving the safety of the vehicle.

[0104] The fourth clutch 4 connects the power input shaft 11 and the first transmission member 31. When the fourth clutch 4 is engaged, the first motor 8 can also drive the first wheel end 210 to rotate via the fourth clutch 4 and the first transmission member 31. In the embodiment shown in FIG7 , the fourth clutch 4 is disposed on the power input shaft 11 and is connected to the first transmission member 31.

[0105] In detail, the power system also includes a second intermediate shaft 94, which is arranged parallel to the power input shaft 11 and connected to the first transmission member 31. The sixth clutch 6 connects the second intermediate shaft 94 and the power input shaft 11. The sixth clutch 6 is used to control the connection and disconnection between the second intermediate shaft 94 and the power input shaft 11. In the embodiment shown in Figure 7, the sixth clutch 6 is arranged on the second intermediate shaft 94 and connected to the power input shaft 11.

[0106] The second transmission member 32 is connected to the power input shaft 11 through the second clutch 2 , and the second wheel end 220 is connected to the second transmission member 32 , so that the first motor 8 can drive the second wheel end 220 to rotate through the power input shaft 11 and the second transmission member 32 .

[0107] The second clutch 2 connects the power input shaft 11 and the second transmission member 32. The second clutch 2 is used to control the engagement or disengagement of the power input shaft 11 and the second transmission member 32. When the first clutch 33 and the fourth clutch 4 are in an engaged state and the second clutch 2 is in a disengaged state, the first motor 8, the second motor 7 and the engine 1 can input power from the first differential driven gear 313 described below to simultaneously drive the first wheel end 210 and the second wheel end 220 to rotate.

[0108] The second transmission member 32 includes a power output shaft 321, which is connected to the first clutch 33 and the second wheel end 220. The second clutch 2 is connected to the power output shaft 321, and the second clutch 2 is provided with a seventh gear 21, which is rotationally connected to the power output shaft 321. The second clutch 2 is connected to the power input shaft 11 through the seventh gear 21, so that the second clutch 2 controls the power on and off between the power input shaft 11 and the power output shaft 321.

[0109] The first transmission member 31 includes a differential housing 311, a differential gear 312, a first differential driven gear 313, a first output half shaft 314 and a second output half shaft 315. The first differential driven gear 313 is fixedly connected to the differential housing 311. The second motor 7, the second intermediate shaft 94 and the fourth clutch 4 are all in transmission connection with the first differential driven gear 313. The differential gear 312 is rotationally connected in the differential housing 311. One end of the first output half shaft 314 is connected to the differential gear 312, and the other end is connected to the first wheel end 210. One end of the second output half shaft 315 is connected to the differential gear 312, and the other end is connected to the first clutch 33.

[0110] When the fourth clutch 4 is engaged and the second clutch 2 is disengaged, the first motor 8, the second motor 7, and the engine 1 can all drive the first output axle 314 and the second output axle 315 to rotate. When the first clutch 33 is engaged, the power of the second output axle 315 is transmitted to the second wheel end 220 via the first clutch 33 and the power output shaft 321, enabling one or more of the first motor 8, the second motor 7, and the engine 1 to simultaneously drive the first and second wheel ends 210, 220. In this state, the differential gear 312 can rotate relative to the differential housing 311, creating a speed difference between the first and second output axle 314, 315, enabling the vehicle to turn. Of course, the first and second output axle 314, 315 can also rotate at the same speed, enabling the vehicle to travel in a straight line.

[0111] The first transmission member 31 also includes a third clutch 316, which is arranged on the differential housing 311 and can be coupled to one of the first output half-shaft 314 and the second output half-shaft 315. When the third clutch 316 is connected to the first output half-shaft 314, the third clutch 316 is used to control the coupling or separation between the differential housing 311 and the first output half-shaft 314. When the third clutch 316 is connected to the second output half-shaft 315, the third clutch 316 is used to control the coupling or separation between the differential housing 311 and the second output half-shaft 315.

[0112] When the third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the first output half-shaft 314, when the third clutch 316 is in the engaged state, the first output half-shaft 314 is locked together with the differential housing 311, so that the first output half-shaft 314 cannot rotate relative to the differential housing 311, so that the differential gear 312 cannot rotate (i.e., self-rotation, self-rotation refers to rotation around the axis of the differential gear 312), and thus the differential effect cannot be achieved, so that the power input from the first differential driven gear 313 is directly transmitted to the first output half-shaft 314 through the third clutch 316.

[0113] The third clutch 316 is used to control the engagement or disengagement between the differential housing 311 and the second output axle shaft 315. When the third clutch 316 is engaged, the second output axle shaft 315 is locked to the differential housing 311. Therefore, the second output axle shaft 315 cannot rotate relative to the differential housing 311, and the differential gear 312 cannot rotate (i.e., rotate on its own). Consequently, the differential housing 311, the differential gear 312, the first differential driven gear 313, the first output axle shaft 314, and the second output axle shaft 315 are fixed as a whole, and differential action is not achieved. Therefore, the power input from the first differential driven gear 313 is directly transmitted to the first output axle shaft 314 through the third clutch 316, the second output axle shaft 315, and the differential gear 312.

[0114] In the above description, when the second clutch 2 and the third clutch 316 are engaged, and the fourth clutch 4, the sixth clutch 6, and the first clutch 33 are disengaged, the first wheel end 210 is driven by the second motor 7, and the second wheel end 220 is driven by the first motor 8. Therefore, the first wheel end 210 and the second wheel end 220 form a distributed structure. When the first clutch 33 is engaged, and the third clutch 316 and the second clutch 2 are disengaged, the first wheel end 210 and the second wheel end 220 can be driven by the second motor 7, realizing a single-motor drive function. Of course, when the fourth clutch 4 and the first clutch 33 are in the engaged state, and the third clutch 316 and the second clutch 2 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can be driven by one or more of the first motor 8, the second motor 7 and the engine 1; similarly, when the sixth clutch 6 and the first clutch 33 are in the engaged state, and the fourth clutch 4, the third clutch 316 and the second clutch 2 are in the disengaged state, the first wheel end 210 and the second wheel end 220 can also be driven by one or more of the first motor 8, the second motor 7 and the engine 1.

[0115] A differential input shaft gear 71 is provided on the output shaft of the second motor 7. The power system also includes a first intermediate shaft 91, a differential driving gear 92 and an intermediate driven gear 93. The differential driving gear 92 and the intermediate driven gear 93 are both fixed to the first intermediate shaft 91. The differential driving gear 92 is engaged with the first differential driven gear 313, and the intermediate driven gear 93 is engaged with the differential input shaft gear 71, thereby realizing the connection between the second motor 7 and the first transmission member 31.

[0116] Among them, the diameter of the differential input shaft gear 71 is smaller than the diameter of the differential driving gear 92, so that when the power of the second motor 7 is transmitted to the first transmission member 31, the differential input shaft gear 71, the intermediate driven gear 93 and the differential driving gear 92 form a deceleration structure to achieve deceleration and torque increase.

[0117] In other embodiments, the differential input shaft gear 71 may also directly mesh with the first differential driven gear 313 .

[0118] Specifically, the output end of the sixth clutch 6 is provided with a first gear 61, which is rotationally connected to the second intermediate shaft 94. A third gear 93 is fixed to the power input shaft 11, and the first gear 61 meshes with the third gear 93, thereby connecting the sixth clutch 6 to the power input shaft 11. A fourth gear 96 is fixed to the second intermediate shaft 94, and the fourth gear 96 meshes with the first differential driven gear 313, thereby connecting the second intermediate shaft 94 to the first differential driven gear 313. The output end of the fourth clutch 4 is provided with a second gear 41, which is rotationally connected to the power input shaft 11 and meshes with the first differential driven gear 313, thereby connecting the first transmission member 31 to the fourth clutch 4.

[0119] In one embodiment, the fifth clutch 5 is provided with an input shaft gear 51, and the output shaft of the first motor 8 is provided with an eighth gear 81. The eighth gear 81 meshes with the input shaft gear 51 to achieve a transmission connection between the first motor 8 and the power input shaft 11. Furthermore, the input shaft gear 51 is disposed on the fifth clutch 5 to reduce the axial length of the power input shaft 11. The diameter of the eighth gear 81 is smaller than that of the input shaft gear 51. When the first motor 8 is outputting power, a speed reduction mechanism is formed between the eighth gear 81 and the input shaft gear 51, achieving speed reduction and torque increase for the first motor 8. When the engine 1 drives the first motor 8 to generate electricity, a speed increase and torque reduction effect is achieved, thereby reducing the size of the first motor 8.

[0120] The first clutch 33 and the second clutch 2 are not engaged at the same time, and the third clutch 316 is synchronized with the second clutch 2. When the third clutch 316 and the second clutch 2 are engaged, the first clutch 33 is disengaged, thereby forming a distributed structure between the first transmission member 31 and the second transmission member 32. When the third clutch 316 and the second clutch 2 are disengaged, the first clutch 33 is engaged, enabling one or more of the first motor 8, the second motor 7, and the engine 1 to jointly drive the rotation of the first wheel end 210 and the second wheel end 220.

[0121] Among the above, the working modes of the power system include single-motor pure electric drive mode, dual-motor pure electric drive 1st gear mode, dual-motor pure electric drive 2nd gear mode, dual-motor distributed pure electric drive mode, parking power generation mode, series mode, hybrid parallel 1st gear mode, hybrid parallel 2nd gear mode, engine direct drive 1st gear mode, engine direct drive 2nd gear mode, single-motor energy recovery mode, dual-motor distributed energy recovery mode, single-motor pure electric escape mode, dual-motor pure electric 1st gear escape mode, dual-motor pure electric 2nd gear escape mode and dual-motor pure electric distributed escape mode.

[0122] When the power system is in a single-motor pure electric drive mode, the first clutch 33 is engaged and the second motor 7 is working. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0123] When the power system is in the dual-motor pure electric drive 1st gear mode, the fourth clutch 4 and the first clutch 33 are engaged, the sixth clutch 6, the second clutch 2 and the third clutch 316 are all disengaged, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0124] When the power system is in the dual-motor pure electric drive 2nd gear mode, the sixth clutch 6 and the first clutch 33 are engaged, the fourth clutch 4, the second clutch 2 and the third clutch 316 are all disengaged, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the differential gear 312. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0125] When the power system is in the dual-motor distributed pure electric drive mode, the third clutch 316 and the second clutch 2 are engaged, the sixth clutch 6, the fourth clutch 4 and the first clutch 33 are all separated, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the seventh gear 21, and the power output shaft 321; the power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316 and the first output half shaft 314, so that the first motor 8 drives the second wheel end 220 to rotate, and the second motor 7 drives the first wheel end 210 to rotate.

[0126] When the power system is in the parking power generation mode, the fifth clutch 5 is engaged, and the engine 1 drives the first motor 8 through the fifth clutch 5 and the power input shaft 11 to generate electricity.

[0127] When the power system is in series mode, the fifth clutch 5 and the first clutch 33 are engaged, the sixth clutch 6, the fourth clutch 4, the second clutch 2 and the third clutch 316 are all disengaged, the engine 1 and the second motor are working, the engine 1 drives the first motor 8 to generate electricity through the fifth clutch 5 and the power input shaft 11, and the power of the second motor 7 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the first differential driven gear 313 and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321.

[0128] When the powertrain is in hybrid parallel first gear mode, the fifth clutch 5, fourth clutch 4, and first clutch 33 are engaged, while the sixth clutch 6, second clutch 2, and third clutch 316 are disengaged. The engine 1 and second motor 7 are operating, and the power of the engine 1 is transmitted via the fifth clutch 5, power input shaft 11, fourth clutch 4, first differential driven gear 313, and differential gear 312 to the first output half-shaft 314 and second output half-shaft 315. The power of the second motor 7 is transmitted via the first differential driven gear 313 and differential gear 312 to the first output half-shaft 314 and second output half-shaft 315. The first output half-shaft 314 drives the first wheel end 210, while the second output half-shaft 315 drives the second wheel end 220 via the first clutch 33 and power output shaft 321. Thus, the engine 1 and second motor 7 jointly drive the first and second wheel ends 210, 220. In this mode, the first motor 8 can be in either a generating or driving state.

[0129] When the powertrain is in hybrid parallel second gear mode, the fifth clutch 5, sixth clutch 6, and first clutch 33 are engaged, while the fourth clutch 4, second clutch 2, and third clutch 316 are disengaged. The engine 1 and second motor 7 are operating. The power of the engine 1 is transmitted via the fifth clutch 5, power input shaft 11, sixth clutch 6, second intermediate shaft 94, first differential driven gear 313, and differential gear 312 to the first output axle 314 and second output axle 315. The power of the second motor 7 is transmitted via the first differential driven gear 313 and differential gear 312 to the first output axle 314 and second output axle 315. The first output axle 314 drives the first wheel end 210, while the second output axle 315 drives the second wheel end 220 via the first clutch 33 and power output shaft 321. Thus, the engine 1 and second motor 7 jointly drive the first and second wheel ends 210, 220. In this mode, the first motor 8 can be in either a generating or driving state.

[0130] When the power system is in the engine direct drive 1st gear mode, the fifth clutch 5, the fourth clutch 4 and the first clutch 33 are engaged, the sixth clutch 6, the second clutch 2 and the third clutch 316 are all disengaged, the engine 1 is working, and the power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the engine 1 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0131] When the power system is in the engine direct drive 2nd gear mode, the fifth clutch 5, the sixth clutch 6 and the first clutch 33 are engaged, and the fourth clutch 4, the second clutch 2 and the third clutch 316 are all disengaged. The power of the engine 1 is transmitted to the first output half shaft 314 and the second output half shaft 315 through the fifth clutch 5, the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the differential gear 312. The first output half shaft 314 drives the first wheel end 210 to rotate, and the second output half shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the engine 1 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate.

[0132] When the power system is in single-motor energy recovery mode, the first clutch 33 is engaged, the first wheel end 210 drives the first output half shaft 314 to rotate, and the second wheel end 220 drives the second output half shaft 315 to rotate through the power output shaft 321 and the first clutch 33, so that the power on the first output half shaft 314 and the second output half shaft 315 is transmitted to the second motor 7 through the differential gear 312 and the first differential driven gear 313 to drive the second motor 7 to generate electricity.

[0133] When the power system is in the dual-motor distributed energy recovery mode, the third clutch 316 and the second clutch 2 are engaged, the sixth clutch 6, the fourth clutch 4 and the first clutch 33 are all disengaged, and the first wheel end 210 drives the second motor 7 to generate electricity through the first output half shaft 314, the third clutch 316 and the first differential driven gear 313, and the second wheel end 220 drives the first motor 8 to generate electricity through the power output shaft 321, the seventh gear 21 and the power input shaft 11.

[0134] When the power system is in single-motor pure electric escape mode, the first clutch 33 and the third clutch 316 are engaged, and the second motor 7 is operating. The power of the second motor 7 is transmitted to the first output axle 314 and the second output axle 315 via the first differential driven gear 313 and the third clutch 316. The first output axle 314 drives the first wheel end 210 to rotate, and the second output axle 315 drives the second wheel end 220 to rotate via the first clutch 33 and the power output shaft 321. In this operating mode, the differential gear 312 cannot rotate, so it can output a large amount of power to drive the vehicle.

[0135] When the power system is in the dual-motor pure electric 1st gear escape mode, the first clutch 33, the third clutch 316 and the fourth clutch 4 are engaged, the sixth clutch 6 and the second clutch 2 are disengaged, and the first motor 8 and the second motor 7 are working. The power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the fourth clutch 4, the first differential driven gear 313, and the third clutch 316. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the third clutch 316. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate, and the differential gear 312 cannot rotate, so a larger power can be output to drive the vehicle to move.

[0136] When the power system is in the dual-motor pure electric 2nd gear escape mode, the sixth clutch 6, the first clutch 33 and the third clutch 316 are engaged, the fourth clutch 4 and the second clutch 2 are disengaged, and the first motor 8 and the second motor 7 are working. The power of the first motor 8 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the power input shaft 11, the sixth clutch 6, the second intermediate shaft 94, the first differential driven gear 313, and the third clutch 316. The power of the second motor 7 is transmitted to the first output half-shaft 314 and the second output half-shaft 315 through the first differential driven gear 313 and the third clutch 316. The first output half-shaft 314 drives the first wheel end 210 to rotate, and the second output half-shaft 315 drives the second wheel end 220 to rotate through the first clutch 33 and the power output shaft 321, so that the first motor 8 and the second motor 7 jointly drive the first wheel end 210 and the second wheel end 220 to rotate, and the differential gear 312 cannot rotate, so a larger power can be output to drive the vehicle to move.

[0137] When the power system is in the dual-motor pure electric distributed escape mode, the third clutch 316 and the second clutch 2 are engaged, the sixth clutch 6, the fourth clutch 4 and the first clutch 33 are all separated, the first motor 8 and the second motor 7 are working, and the power of the first motor 8 is transmitted to the second wheel end 220 through the power input shaft 11, the seventh gear 21, the second clutch 2 and the power output shaft 321. The power of the second motor 7 is transmitted to the first wheel end 210 through the first differential driven gear 313, the third clutch 316 and the first output half shaft 314.

[0138] In the above-mentioned dual-motor pure electric 1st gear escape mode, dual-motor pure electric 2nd gear escape mode and dual-motor pure electric distributed escape mode, the engine 1 can output power together with the first motor 8, or the engine 1 can output power instead of the first motor 8.

[0139] The working modes of the power system are as follows:

[0140] In the above table, “ / ” indicates that the corresponding clutch can be in an engaged state or a disengaged state, but in the present application, the disengaged state is preferred.

[0141] The power systems described in Examples 1, 2, 3, and 4 above leverage the advantages of dual-motor integration in both series-parallel and extended-range modes, while also adding distributed electric drive functionality. This results in excellent vehicle performance and fuel economy, while also utilizing the engine's optimal efficiency range to extend the vehicle's range. Integrating the series-parallel and distributed electric drive into a single powertrain architecture realizes the functionality of two power modules, resulting in a more compact assembly. The dual-motor's side-by-side arrangement in the X-axis creates a smaller axial dimension, facilitating a platform-based layout. This also reduces costs and expands the vehicle's application scenarios. The hybrid system's distributed drive functionality enhances the vehicle's extreme maneuverability, reduces its turning radius, and enables electronic differential control. The dual-motor pure electric drive system can be used on closed roads with extreme dynamics, delivering powerful power and more stable handling. Compared to dual-motor distributed pure electric drive, it offers longer range and greater fuel economy.

[0142] When the vehicle has two power systems, and at least one power system is the power system described in the above-mentioned embodiments one, two, three and four, when one of the power systems is used for driving, the second clutch, the first clutch and the third clutch of the power system described in the above-mentioned embodiments one, two, three and four can be switched to a disengaged state, so that only the first output half shaft connected to the first wheel end and the power output shaft connected to the second wheel end rotate, and other parts do not rotate, so that there is no gear drag loss, no permanent magnet motor idling loss and no high-speed weak magnetic loss.

[0143] It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention, and all such changes or substitutions should fall within the scope of protection of the present invention.

Claims

1. A power system, characterized in that, Comprising: An engine and a power input shaft, the power input shaft being connected to the engine; A first motor, being in transmission connection with the power input shaft; A differential assembly, including a first transmission member, a second transmission member and a first clutch, the first clutch being respectively connected to the first transmission member and the second transmission member, the first clutch being used for controlling the combination or separation of the first transmission member and the second transmission member, the first transmission member being connected to an external first wheel end, and the second transmission member being connected to an external second wheel end; A second clutch, being connected to both the power input shaft and the second transmission member, the second clutch being used for controlling the on-off of the power between the power input shaft and the second transmission member; A second motor, being in transmission connection with the first transmission member.

2. The power system according to claim 1, characterized in that The first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft and a third clutch, the first differential reduction driven gear being fixedly connected to the differential housing, the second motor being in transmission connection with the first differential reduction driven gear, the differential gears being rotatably connected inside the differential housing, one end of the first output half shaft meshing with the differential gears and the other end being connected to the first wheel end, and one end of the second output half shaft meshing with the differential gears and the other end being connected to the first clutch; The third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft.

3. The power system according to claim 1, characterized in that The first motor is arranged on one circumferential side of the differential assembly, and the second motor is arranged on the other circumferential side of the differential assembly; The axial direction of the first motor is parallel to the axial direction of the second motor.

4. The power system according to claim 3, characterized in that The first motor and the second motor at least partially overlap in the axial direction.

5. The power system according to claim 1, characterized in that The second transmission member includes a power output shaft and a second differential reduction driven gear, one end of the power output shaft being connected to the first clutch and the other end being connected to the second wheel end; the second differential reduction driven gear is fixedly connected to the power output shaft and is in transmission connection with the second clutch.

6. The power system according to any one of claims 1-5, characterized in that The power system further includes: A fourth clutch, connecting the power input shaft and the first transmission member, the fourth clutch being able to control the combination or separation of the power input shaft and the first transmission member.

7. The power system according to claim 6, wherein Based on the situation that the first transmission member includes a differential housing, differential gears, a first differential reduction driven gear, a first output half shaft, a second output half shaft and a third clutch, the third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft, the fourth clutch is connected to the first differential reduction driven gear.

8. The power system according to claim 6, characterized in that The second clutch is arranged on the power input shaft. The second clutch and the fourth clutch share a clutch housing, so that the second clutch and the fourth clutch form a dual clutch, and the clutch housing of the dual clutch is fixedly connected to the power input shaft.

9. The power system according to any one of claims 1-5, characterized in that, The power system further includes: A fifth clutch, connecting the power input shaft and the engine, and the fifth clutch is used to control the engagement or disengagement of the engine and the power input shaft.

10. The power system according to claim 9, wherein The fifth clutch includes a fifth clutch housing and a fifth clutch braking member. The fifth clutch housing is fixedly connected to the power input shaft. The fifth clutch braking member is movably connected in the fifth clutch housing and is connected to the engine; An input shaft gear is provided on the fifth clutch housing, and an eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the input shaft gear.

11. The power system according to claim 1, characterized in that, The first motor is arranged on the power input shaft.

12. The power system according to claim 11, wherein The power system further includes a third intermediate shaft, a fifth gear and a sixth gear. The fifth gear and the sixth gear are both fixed on the third intermediate shaft, and the fifth gear is in transmission connection with the second clutch, and the sixth gear is in transmission connection with the second transmission member.

13. A power system, characterized in that, including: An engine and a power input shaft, and the power input shaft is connected to the engine; A first motor, in transmission connection with the power input shaft; A differential assembly, including a first transmission member, a second transmission member and a first clutch. The first clutch connects the first transmission member and the second transmission member, and the first clutch is used to control the engagement or disengagement of the first transmission member and the second transmission member. The second transmission member is connected to an external second wheel end; the first transmission member is connected to an external first wheel end; A second clutch, connecting the power input shaft and the second transmission member, and used to control the engagement or disengagement of the power input shaft and the second transmission member; A fourth clutch, connecting the power input shaft and the first transmission member, and the fourth clutch is used to control the on-off of the power between the power input shaft and the first transmission member; A sixth clutch, connecting the first transmission member and the power input shaft, and the sixth clutch is used to control the engagement or disengagement of the first transmission member and the power input shaft; A second motor, in transmission connection with the first transmission member.

14. The power system according to claim 13, wherein The first transmission member includes a differential housing, differential gears, a first differential driven gear, a first output half shaft, a second output half shaft and a third clutch. The first differential driven gear is fixedly connected to the differential housing. The second motor and the fourth clutch are both in transmission connection with the first differential driven gear. The differential gears are rotatably connected in the differential housing. One end of the first output half shaft is connected to the differential gear, and the other end is connected to the first wheel end. One end of the second output half shaft is connected to the differential gear, and the other end is connected to the first clutch; The third clutch is arranged on the differential housing and can be combined with one of the first output half shaft and the second output half shaft.

15. The power system according to claim 14, wherein The second transmission member includes a power output shaft, and the power output shaft is connected to the first clutch and the first wheel end; The second clutch is connected to the power output shaft, and a second differential driven gear is provided on the second clutch, and the second differential driven gear is in transmission connection with the power input shaft.

16. The power system according to claim 14, wherein The power system further includes a second intermediate shaft and a first gear, and the second intermediate shaft is connected to the first differential driven gear. The sixth clutch is fixedly connected to the second intermediate shaft. The first gear is fixedly connected to the output end of the sixth clutch. A second gear is rotatably connected to the power input shaft, and a third gear is fixedly connected to the power input shaft. The third gear meshes with the first gear and the second differential driven gear. The second gear is fixedly connected to the fourth clutch and meshes with the first differential driven gear.

17. The power system according to any one of claims 14-16, wherein A differential input shaft gear is provided on the output shaft of the second motor; The power system further includes a first intermediate shaft, a differential drive gear and an intermediate driven gear. The differential drive gear and the intermediate driven gear are both fixed on the first intermediate shaft. The differential drive gear meshes with the first differential driven gear, and the intermediate driven gear meshes with the differential input shaft gear.

18. The power system according to any one of claims 13-16, characterized in that, The power system further includes: A fifth clutch connecting the power input shaft and the engine, and the fifth clutch is used to control the combination or separation of the engine and the power input shaft.

19. The power system according to claim 18, wherein The fifth clutch includes a fifth clutch housing and a fifth clutch brake member. The fifth clutch housing is fixedly connected to the power input shaft. The fifth clutch brake member is movably connected in the fifth clutch housing and is connected to the engine; An input shaft gear is provided on the fifth clutch housing, and an eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the input shaft gear.

20. A vehicle, characterized in that, It includes a vehicle body, a power system, a second wheel end and a first wheel end. The power system is installed on the vehicle body. The power system is the power system according to any one of claims 1-12 or the power system according to any one of claims 13-19. The second wheel end is connected to the first transmission member of the power system, and the first wheel end is connected to the second transmission member of the power system.

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