Vehicle powertrain and vehicle

Abstract

A vehicle powertrain and a vehicle comprising the vehicle powertrain. When the vehicle powertrain is in a first gear, both a first clutch unit (5) and a second clutch unit (6) are disengaged, enabling the vehicle to be in a normal driving mode, in which each electric motor (2, 3) can independently drive one vehicle wheel (7c, 8c). When the vehicle powertrain is in a second gear, the first clutch unit (5) is engaged and the second clutch unit (6) is disengaged, enabling torques of the two electric motors (2, 3) to be concentrated on one vehicle wheel (7c, 8c). When the vehicle powertrain is in a third gear, both the first clutch unit (5) and the second clutch unit (6) are engaged, and the vehicle can also achieve a parking mode.

Description

Vehicle power system and vehicle TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly to a vehicle power system and a vehicle comprising the same. BACKGROUND

[0002] In existing vehicles, there are various dual-motor power systems for driving the vehicles to travel. In some typical dual-motor power systems, two electric motors are arranged side by side in the width direction of the vehicle, a first electric motor is drivingly coupled with a first wheel via a first half shaft, and a second electric motor is drivingly coupled with a second wheel via a second half shaft. In the dual-motor power system, the first electric motor is capable of driving the first wheel alone via the first half shaft, and the second electric motor is capable of driving the other wheel alone via the second half shaft.

[0003] The above dual-motor power system lacks a mode capable of improving the vehicle's ability to get out of trouble, and also lacks a mode for realizing parking by using the vehicle power system. This is not conducive to improving the driving performance of the vehicle, nor is it conducive to optimizing the functional integration of the vehicle.

[0004] SUMMARY

[0005] The present application is made in view of the defects of the above vehicle power system. One object of the present application is to provide a vehicle power system capable of improving the driving performance of a vehicle comprising the same by realizing various driving modes, and capable of improving the functional integration of the vehicle comprising the same by realizing a parking function. Another object of the present application is to provide a vehicle comprising the above vehicle power system.

[0006] In order to achieve the above objects, the present application can adopt the following technical solutions.

[0007] The present application provides a vehicle power system comprising:

[0008] a housing;

[0009] a first electric motor having a first motor shaft;

[0010] a second electric motor having a second motor shaft;

[0011] a gear shifting assembly comprising a driving mechanism and a sliding sleeve, the sliding sleeve being drivingly coupled with the first motor shaft at all times, and the sliding sleeve being capable of being driven to move relatively to the first motor shaft in the axial direction of the first motor shaft by using the driving mechanism, thereby enabling the vehicle power system to be in a first gear position, a second gear position, or a third gear position;

[0012] a first clutch unit via which the sliding sleeve and the second motor shaft are controllably drivingly coupled; and

[0013] a second clutch unit via which the sliding sleeve and the housing are controllably coupled against rotation,

[0014] when the vehicle power system is in the first gear, both the first clutch unit and the second clutch unit are disengaged; when the vehicle power system is in the second gear, the first clutch unit is engaged and the second clutch unit is disengaged; when the vehicle power system is in the third gear, both the first clutch unit and the second clutch unit are engaged.

[0015] In an alternative, the driving mechanism includes a power assembly and a shift fork assembly, the shift fork assembly including a shift fork and a shift sleeve, one end of the shift fork being connected to an output end of the power assembly and the other end being mounted to or acting on the shift sleeve, such that the power assembly drives the shift fork, and in turn the shift sleeve causes the sliding sleeve to move relatively in the axial direction with respect to the first motor shaft.

[0016] In another alternative, the sliding sleeve includes a sleeve portion, a first shift portion and a second shift portion, the first shift portion protruding from an outer circumferential surface of the sleeve portion, the shift sleeve being located on one axial side of the first shift portion in the axial direction, the shift sleeve being capable of abutting against the second shift portion on the other axial side of the second shift portion,

[0017] the shift sleeve being capable of acting on the first shift portion to realize the vehicle power system shifting in the order of the first gear, the second gear and the third gear, and

[0018] the shift sleeve being capable of acting on the second shift portion to realize the vehicle power system shifting in the order of the third gear, the second gear and the first gear.

[0019] In another alternative, the first clutch unit includes a first engagement tooth and a second engagement tooth, the first engagement tooth being provided on the sleeve portion, the second engagement tooth being provided on the second motor shaft,

[0020] in a state where the first clutch unit is engaged, the first engagement tooth and the second engagement tooth are engaged with each other; in a state where the first clutch unit is disengaged, the first engagement tooth and the second engagement tooth are disengaged from each other to be disengaged.

[0021] In another alternative, the second clutch unit includes a third engagement tooth and a fourth engagement tooth, the third engagement tooth is arranged on the first shift part, and the fourth engagement tooth is arranged on the housing,

[0022] In the engaged state of the second clutch unit, the third engagement tooth and the fourth engagement tooth are in mesh with each other; in the disengaged state of the second clutch unit, the third engagement tooth and the fourth engagement tooth are disengaged from each other.

[0023] In another alternative, the shift assembly further includes an energy storage spring arranged between the shift sleeve and the first shift part and capable of being compressed, and the shift fork acts on the first shift part via the energy storage spring.

[0024] In another alternative, the sliding sleeve and the first motor shaft are drivingly coupled through spline fitting.

[0025] In another alternative, the first motor and the second motor are coaxially arranged, and in the axial direction of the first motor, at least part of the shift assembly, the first clutch unit and the second clutch unit are arranged between the first motor and the second motor.

[0026] The application also provides a vehicle including the vehicle power system according to any one of the above technical solutions.

[0027] In an alternative, the vehicle includes a first half shaft and a second half shaft, the first half shaft is always drivingly coupled with the first motor shaft, and the second half shaft is always drivingly coupled with the second motor shaft,

[0028] The vehicle includes a control unit capable of controlling the vehicle power system to shift gears so that the vehicle is in a first driving mode, a second driving mode and a parking mode,

[0029] In the first driving mode, the vehicle power system is in the first gear, the first motor can independently drive the first half shaft, and the second motor can independently drive the second half shaft;

[0030] In the second driving mode, the vehicle power system is in the second gear, the first motor and the second motor can jointly drive the first half shaft, and the first motor and the second motor can jointly drive the second half shaft; and

[0031] In the parking mode, the vehicle power system is in the third gear so that the first half shaft and the second half shaft cannot rotate.

[0032] By adopting the technical scheme, the vehicle power system and the vehicle comprising the same are provided. In the vehicle power system, the housing, the two electric machines, the gear shifting assembly and the two clutch units are assembled together. The gear shifting assembly comprises the driving mechanism and the sliding sleeve, the sliding sleeve is always drivingly coupled with the first electric machine shaft, and the sliding sleeve is capable of being driven to move relatively to the first electric machine shaft in the axial direction of the first electric machine shaft by the driving mechanism, so that the vehicle power system is capable of being in the first gear position, the second gear position or the third gear position. The sliding sleeve is capable of being drivingly coupled with the second electric machine shaft via the first clutch unit, and the sliding sleeve is capable of being drivingly coupled with the housing via the second clutch unit. When the vehicle power system is in the first gear position, the first clutch unit and the second clutch unit are both disengaged; when the vehicle power system is in the second gear position, the first clutch unit is engaged and the second clutch unit is disengaged; when the vehicle power system is in the third gear position, the first clutch unit and the second clutch unit are both engaged.

[0033] In this way, when the vehicle power system according to the application is in the first gear position, the vehicle is capable of being in the normal driving mode, in which each electric machine is capable of driving one wheel individually. When the vehicle power system according to the application is in the second gear position, the vehicle is also capable of being in the escape mode, in which the torques of the two electric machines are capable of being concentrated on one wheel, so that the escape ability of the vehicle comprising the power system is improved significantly, and the driving performance of the vehicle is improved. In addition, when the vehicle power system according to the application is in the third gear position, the vehicle is also capable of being in the parking mode, so that the degree of functional integration of the vehicle is improved, and the vehicle does not need to be additionally provided with a separate parking mechanism. BRIEF DESCRIPTION OF DRAWINGS

[0034] Fig. 1 is a schematic view showing the partial structure of a vehicle according to an embodiment of the application, in which the vehicle power system is in the first gear position.

[0035] Fig. 2 is a schematic view showing the partial structure of a vehicle according to an embodiment of the application, in which the vehicle power system is in the second gear position.

[0036] Fig. 3 is a schematic view showing the partial structure of a vehicle according to an embodiment of the application, in which the vehicle power system is in the third gear position.

[0037] Fig. 4A and Fig. 4B are explanatory views for explaining the function of the energy storage spring of the gear shifting assembly of the vehicle power system in Fig. 1.

[0038] Explanation of reference numerals 1 housing; 2 first motor; 21 first motor shaft; 22 first motor gear; 3 second motor; 31 second motor shaft; 32 second motor gear; 4 shift assembly; 41 shift motor; 42 screw mechanism; 43 shift fork assembly; 431 shift fork; 432 shift sleeve; 44 sliding sleeve; 441 cylindrical portion; 442 first shift portion; 443 second shift portion; 45 energy storage spring; 5 first clutch unit; 51 first engagement tooth; 52 second engagement tooth; 6 second clutch unit; 61 third engagement tooth; 62 fourth engagement tooth; 7a first planetary gear set; 7b first half shaft; 7c first wheel; 8a second planetary gear set; 8b second half shaft; 8c second wheel; A axial direction; R radial direction. Embodiment

[0039] Exemplary embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood that the specific description is only for teaching those skilled in the art how to implement the present application, and is not intended to exhaust all possible ways of the present application, nor to limit the scope of the present application.

[0040] In the present application, unless otherwise specified, "transmission coupling" means that two components are connected in a manner that torque can be transmitted therebetween, and unless otherwise specified, includes direct connection or indirect connection between the two components. "Always transmission coupling" means that two components are always in a state of transmission coupling; "controlled transmission coupling" means that two components are in a state of transmission coupling or decoupling in a controllable manner.

[0041] In the present application, unless otherwise specified, "axial direction", "radial direction" and "circumferential direction" respectively mean the axial direction, radial direction and circumferential direction of the first motor shaft. "Axial one side" means the right side in FIGS. 1 to 3, and "axial other side" means the left side in FIGS. 1 to 3.

[0042] A vehicle powertrain according to an embodiment of the present application and a vehicle including the same will be described below with reference to the accompanying drawings.

[0043] As shown in FIGS. 1 to 3, a vehicle powertrain according to an embodiment of the present application includes a housing 1, a first motor 2, a second motor 3, a shift assembly 4, a first clutch unit 5, a second clutch unit 6, a first planetary gear set 7a and a second planetary gear set 8a.

[0044] In the present embodiment, as shown in FIGS. 1 to 3, the housing 1 can be fixedly installed on a vehicle frame of a vehicle, and the housing 1 is divided into three spaces in a width direction of the vehicle. The main structure of the first motor 2 and the first planetary gear set 7a are installed in a space on one axial side of the housing 1, the main structure of the shift assembly 4, the first clutch unit 5, and the second clutch unit 6 are installed in a space in the center of the housing 1, and the main structure of the second motor 3 and the second planetary gear set 8a are installed in a space on the other axial side of the housing 1. Thus, the housing 1 can protect and support these components.

[0045] In the present embodiment, as shown in FIGS. 1 to 3, the first motor 2 includes a stator and a rotor rotatable relative to the stator, and the rotor of the first motor 2 is always drivingly coupled with the first motor shaft 21. An axial one-side end of the first motor shaft 21 is always drivingly coupled with a first sun gear of the first planetary gear set 7a, and an axial other-side end of the first motor shaft 21 is provided with a first motor gear 22. The first motor gear 22 is formed with external splines, and thus is always drivingly coupled with a following sliding sleeve 44 of the shift assembly 4 by spline fitting. The first motor 2 can be electrically connected with a vehicle battery, and in the case that the first motor 2 is supplied with electric energy by the vehicle battery, the first motor 2 outputs torque to the outside of the motor as an electric motor via the first motor shaft 21.

[0046] In the present embodiment, as shown in FIGS. 1 to 3, the second motor 3 is coaxially arranged with the first motor 2. The second motor 3 includes a stator and a rotor rotatable relative to the stator, and the rotor of the second motor 3 is always drivingly coupled with the second motor shaft 31. An axial one-side end of the second motor shaft 31 is provided with a second motor gear 32, and an axial other-side end of the second motor shaft 31 is always drivingly coupled with a second sun gear of the second planetary gear set 8a. A second engaging tooth 52 of the first clutch unit 5 is arranged on an outer peripheral portion of the second motor gear 32. The second motor 3 can be electrically connected with the vehicle battery, and in the case that the second motor 3 is supplied with electric energy by the vehicle battery, the second motor 3 outputs torque to the outside of the motor as an electric motor via the second motor shaft 31.

[0047] In the present embodiment, as shown in FIGS. 1 to 3, the shift assembly 4 can include a power assembly (for example, a shift motor 41 and a screw mechanism 42), a shifting fork assembly 43 (a shift fork 431 and a shift sleeve 432), a sliding sleeve 44, and an energy storage spring 45. The power assembly and the shifting fork assembly 43 together constitute a driving mechanism, and the power assembly can drive the shifting fork assembly 43 to drive the sliding sleeve 44 to reciprocatingly move relative to the first motor shaft 21 in the axial direction A, so as to make the entire vehicle power system be in three different gear positions / working modes (i.e., a first gear position / first working mode, a second gear position / second working mode, and a third gear position / third working mode).

[0048] As shown in FIGS. 1-3, the power assembly can include a shift motor 41 and a screw mechanism 42. The shift motor 41 is configured to generate a torque to drive the screw mechanism 42. The screw mechanism 42 can be a ball screw mechanism. A screw of the screw mechanism 42 is always in driving connection with the shift motor 41, such that the shift motor 41 can drive the screw to rotate. A nut of the screw mechanism 42 is in threaded connection with the screw. In the state that the screw rotates, the nut reciprocates linearly along the screw.

[0049] As shown in FIGS. 1-3, the shift fork assembly 43 can include a shift fork 431 and a shift sleeve 432. One end of the shift fork 431 is connected to the nut of the screw mechanism 42, and the other end of the shift fork 431 is mounted to or acts on the shift sleeve 432. The shift sleeve 432 is sleeved on the sliding sleeve 44, and can drive the sliding sleeve 44 to reciprocate linearly along the axial direction A relative to the first motor shaft 21 under the driving of the shift fork 431. Specifically, in the process that the one end of the shift fork 431 is driven to move, the shift fork 431 can realize lever motion about a fulcrum, so that the other end of the shift fork 431 can drive the shift sleeve 432, and the shift sleeve 432 drives the sliding sleeve 44 to reciprocate linearly along the axial direction A, so that the sliding sleeve 44 reciprocates linearly relative to the first motor shaft 21 along the axial direction A, and the entire vehicle power system is in three different gear positions.

[0050] As shown in FIGS. 1 to 3, the sliding sleeve 44 includes a cylinder portion 441, a first shift portion 442, and a second shift portion 443 formed as one body. The cylinder portion 441 is fitted to the first motor gear 22, and the cylinder portion 441 is formed with mating internal splines with external splines of the first motor gear 22, so that the cylinder portion 441 is always drivingly coupled to the first motor gear 22, and further to the first motor shaft 21. Further, the cylinder portion 441 is relatively movable with respect to the first motor shaft 21 in the axial direction A, to achieve engagement and disengagement of the first clutch unit 5 and engagement and disengagement of the second clutch unit 6. The first shift portion 442 can project from an outer peripheral surface of the cylinder portion 441 toward the radially outer side. A shift sleeve 432 can be fitted to the outside of the sliding sleeve 44 on the axial side of the first shift portion 442, and an axial end or other portion of the shift sleeve 432 can abut against the second shift portion 443 on the other axial side of the second shift portion 443, so that the shift sleeve 432 can act on the first shift portion 442 and the second shift portion 443 under the drive of the shift fork 431. In the case where the shift sleeve 432 acts on the first shift portion 442, the vehicle powertrain shifts in the order of the first gear, the second gear, and the third gear (here, including shifting from the first gear to the second gear, from the second gear to the third gear, and directly from the first gear to the third gear (may pass through the second gear, but does not necessarily stop at the second gear)). In the case where the shift sleeve 432 acts on the second shift portion 443, the vehicle powertrain shifts in the order of the third gear, the second gear, and the first gear (here, including shifting from the third gear to the second gear, from the second gear to the first gear, and directly from the third gear to the first gear (may pass through the second gear, but does not necessarily stop at the second gear)).

[0051] As shown in FIGS. 1-3 and FIGS. 4A and 4B, the energy storage spring 45 is arranged between the shift sleeve 432 and the first shift portion 442 of the sliding sleeve 44, with one axial end of the energy storage spring 45 being mounted against or abutting the shift sleeve 432 and the other axial end of the energy storage spring 45 being mounted against or abutting the first shift portion 442. In this way, the shift sleeve 432 can act on the first shift portion 442 via the energy storage spring 45. During the shifting process from the first gear to the second gear, the first engagement tooth 51 and the second engagement tooth 52 of the first clutch unit 5 cannot engage with each other in the axial direction A, and the energy storage spring 45 can be compressed to store energy. Once the first engagement tooth 51 and the second engagement tooth 52 are misaligned to be able to engage with each other, the energy storage spring 45 is released to enable the first engagement tooth 51 and the second engagement tooth 52 to engage with each other, thereby completing the shifting process. Similarly, during the shifting process from the second gear to the third gear, the third engagement tooth 61 and the fourth engagement tooth 62 of the second clutch unit 6 cannot engage with each other in the axial direction A, and the energy storage spring 45 can also be compressed to store energy. Once the third engagement tooth 61 and the fourth engagement tooth 62 are misaligned to be able to engage with each other, the energy storage spring 45 is released to enable the third engagement tooth 61 and the fourth engagement tooth 62 to engage with each other, thereby completing the shifting process. Therefore, by arranging the energy storage spring 45, it can effectively ensure that the shifting process from the first gear to the second gear or the shifting process from the second gear to the third gear is completed by one operation of the shift fork 431, greatly reducing the possibility of failure of the above shifting processes.

[0052] In the present embodiment, as shown in FIGS. 1 to 3, the first clutch unit 5 includes first engagement teeth 51 and second engagement teeth 52. The first engagement teeth 51 are provided on the inner circumferential surface of the cylinder portion 441 of the shift sleeve 432 and are formed as internal teeth protruding toward the radially inner side, and the second engagement teeth 52 are provided on the outer circumferential portion of the second motor gear 32 and are formed as external teeth protruding toward the radially outer side. In the engaged state of the first clutch unit 5, the first engagement teeth 51 and the second engagement teeth 52 are engaged with each other; in the disengaged state of the first clutch unit 5, the first engagement teeth 51 and the second engagement teeth 52 are disengaged from each other to be disengaged. The engaged and disengaged states of the first clutch unit 5 are achieved by driving the shift sleeve 432 by the shift fork 431 to cause the shift sleeve 432 to drive the sliding sleeve 44 to relatively move. In the engaged state of the first clutch unit 5, the sliding sleeve 44 and the second motor gear 32 are drivingly coupled via the first clutch unit 5. The second clutch unit 6 includes third engagement teeth 61 and fourth engagement teeth 62. The third engagement teeth 61 are provided on the axially other side surface of the first shift portion 442 of the sliding sleeve 44 and are formed as protruding toward the axially other side, and the fourth engagement teeth 62 are provided on the wall portion of the housing 1 and are formed as protruding toward the third engagement teeth 61. In the engaged state of the second clutch unit 6, the third engagement teeth 61 and the fourth engagement teeth 62 are engaged with each other; in the disengaged state of the second clutch unit 6, the third engagement teeth 61 and the fourth engagement teeth 62 are disengaged from each other to be disengaged. The engaged and disengaged states of the second clutch unit 6 are achieved by driving the shift sleeve 432 by the shift fork 431 to cause the shift sleeve 432 to drive the sliding sleeve 44 to relatively move. In the engaged state of the second clutch unit 6, the sliding sleeve 44 and the housing 1 are engaged with each other via the second clutch unit 6, so that the sliding sleeve 44 and the housing 1 cannot relatively rotate.

[0053] In the above-described vehicle power system, as shown in FIGS. 1 to 3, the shift motor 41 can drive the screw mechanism 42 to drive the shift fork 431, and the shift fork 431 can drive the shift sleeve 432 to cause the sliding sleeve 44 to relatively move in the axial direction A with respect to the first motor shaft 21, so that the vehicle power system is in the first gear position, the second gear position, or the third gear position. When the vehicle power system is in the first gear position, the first clutch unit 5 and the second clutch unit 6 are both disengaged; when the vehicle power system is in the second gear position, the first clutch unit 5 is engaged and the second clutch unit 6 is disengaged; and when the vehicle power system is in the third gear position, the first clutch unit 5 and the second clutch unit 6 are both engaged.

[0054] The present application also provides a vehicle including the above-described vehicle power system. As shown in FIGS. 1 to 3, the vehicle includes not only the above-described vehicle power system, but also a first half shaft 7b and a first wheel 7c, and a second half shaft 8b and a second wheel 8c.

[0055] The first motor shaft 21 of the first motor 2 is permanently drivingly coupled to a first sun wheel of a first planetary gear set 7a, the ring gear of which is fixed to the housing 1, and the first planet carrier of the first planetary gear set 7a is permanently drivingly coupled to the first half shaft 7b. The first half shaft 7b is permanently drivingly coupled to the first wheel 7c. Thereby, the first motor 2 is permanently drivingly coupled to the first wheel 7c via the first planetary gear set 7a and the first half shaft 7b.

[0056] The second motor shaft 31 of the second motor 3 is permanently drivingly coupled to a second sun wheel of a second planetary gear set 8a, the ring gear of which is fixed to the housing 1, and the second planet carrier of the second planetary gear set 8a is permanently drivingly coupled to the second half shaft 8b. The second half shaft 8b is permanently drivingly coupled to the second wheel 8c. Thereby, the second motor 3 is permanently drivingly coupled to the second wheel 8c via the second planetary gear set 8a and the second half shaft 8b.

[0057] It is to be understood that the first half shaft 7b and the second half shaft 8b can also be part of the vehicle powertrain.

[0058] Further, the vehicle comprises a control unit which is capable of controlling the vehicle powertrain to shift such that the vehicle is in the first drive mode, the second drive mode and the parking mode.

[0059] In the first drive mode, the vehicle powertrain is in the first gear, and due to the first clutch unit 5 being disengaged, the sliding sleeve 44 is disengaged from the second motor gear 32, such that the first motor shaft 21 and the second motor shaft 31 are decoupled, so that the first motor 2 is capable of driving the first wheel 7c independently via the first planetary gear set 7a and the first half shaft 7b, and the second motor 3 is capable of driving the second wheel 8c independently via the second planetary gear set 8a and the second half shaft 8b. Thus, the first drive mode can be used as a regular drive mode of the vehicle, whereby the vehicle powertrain is capable of controlling torque vectoring to the first wheel 7c and the second wheel 8c.

[0060] In the second driving mode, the vehicle power system is in the second gear position, the first clutch unit 5 is engaged, the sliding sleeve 44 is in transmission connection with the second motor gear 32, and the first motor shaft 21 and the second motor shaft 31 are coupled together due to the transmission connection between the sliding sleeve 44 and the first motor gear 22 all the time. In this way, the first motor 2 and the second motor 3 can jointly drive the first wheel 7c via the first planetary gear set 7a and the first half axle 7b, or the first motor 2 and the second motor 3 can jointly drive the second wheel 8c via the second planetary gear set 8a and the second half axle 8b. Even if the first wheel 7c or the second wheel 8c is idling in poor road conditions, the vehicle's ability to escape from trouble can be greatly improved by concentrating the torque of the two motors on the other wheel that is not idling. In this way, the vehicle power system realizes the differential locking function in the second driving mode, and the second driving mode can be used as the escape mode of the vehicle.

[0061] In the parking mode, the vehicle power system is in the third gear position, the second clutch unit 6 is engaged, the sliding sleeve 44 is in non-rotatable connection with the housing 1, and the first motor shaft 21 and the second motor shaft 31 (the first wheel 7c and the second wheel 8c) cannot actually rotate relative to the housing 1 due to the transmission connection between the sliding sleeve 44 and the second motor gear 32 and the engagement of the first clutch unit 5. In this way, the parking mode can realize the parking function of the vehicle.

[0062] The technical solutions of the present application are described in detail in the above embodiments, and the following supplementary explanations are provided.

[0063] i. In the above embodiments, the first motor 2 is in transmission connection with the first half axle 7b via the first planetary gear set 7a, and the second motor 3 is in transmission connection with the second half axle 8b via the second planetary gear set 8a, but the present application is not limited thereto. In other alternative solutions, the first motor 2 can be in transmission connection with the first half axle 7b via other variable speed mechanisms or directly with the first half axle 7b, and the second motor 3 can be in transmission connection with the second half axle 8b via other variable speed mechanisms or directly with the second half axle 8b.

[0064] ii. It can be understood that the technical solutions of the present application can be realized by appropriately adding components to the existing double-motor power system, thereby being easy to realize and reducing development costs, and in addition, the vehicle power system has a simple structure and high reliability.

[0065] Further, the added components occupy the axial space of the existing double-motor power system, which is beneficial to making the overall power system more compact. Moreover, the parking function is integrated in the vehicle power system, which improves the degree of functional integration of the vehicle, and the vehicle power system of the present application can be used as the main power system of the vehicle.

Claims

1. A vehicle power system, comprising: Shell (1); A first motor (2) having a first motor shaft (21); The second motor (3) has a second motor shaft (31); The shift assembly (4) includes a drive mechanism (41, 42, 43) and a sliding sleeve (44), the sliding sleeve (44) being always drivenly connected to the first motor shaft (21), and the drive mechanism (41, 42, 43) can drive the sliding sleeve (44) to move relative to the first motor shaft (21) in the axial direction (A) of the first motor shaft (21), thereby enabling the vehicle power system to be in the first gear, the second gear or the third gear; The first clutch unit (5) is used to control the transmission connection between the sliding sleeve (44) and the second motor shaft (31) via the first clutch unit (5). as well as The second clutch unit (6) enables the sliding sleeve (44) and the housing (1) to be controlled to engage so that they cannot rotate relative to each other. When the vehicle power system is in the first gear, both the first clutch unit (5) and the second clutch unit (6) are disengaged; when the vehicle power system is in the second gear, the first clutch unit (5) is engaged and the second clutch unit (6) is disengaged; when the vehicle power system is in the third gear, both the first clutch unit (5) and the second clutch unit (6) are engaged.

2. The vehicle power system according to claim 1, characterized in that, The drive mechanism includes a power assembly (41, 42) and a shift fork assembly (43). The shift fork assembly (43) includes a shift fork (431) and a shift sleeve (432). One end of the shift fork (431) is connected to the output end of the power assembly (41, 42), and the other end is mounted on or acts on the shift sleeve (432), so that the power assembly (41, 42) drives the shift fork (431), and the shift sleeve (432) causes the sliding sleeve (44) to move relative to the first motor shaft (21) in the axial direction (A).

3. The vehicle power system according to claim 2, characterized in that, The sliding sleeve (44) includes a cylindrical portion (441), a first shifting portion (442), and a second shifting portion (443). The first shifting portion (442) protrudes from the outer peripheral surface of the cylindrical portion (441). The shifting sleeve (432) is located on one axial side of the first shifting portion (442) in the axial direction (A). The shifting sleeve (432) can abut against the second shifting portion (443) on the other axial side of the second shifting portion (443). The shift sleeve (432) can act on the first shift part (442) to realize the vehicle power system shifting gears in the order of the first gear, the second gear, and the third gear, and The shift sleeve (432) can act on the second shift part (443) to realize the vehicle power system shifting gears in the order of the third gear, the second gear and the first gear.

4. The vehicle power system according to claim 3, characterized in that, The first clutch unit (5) includes a first engagement tooth (51) and a second engagement tooth (52). The first engagement tooth (51) is disposed on the cylindrical portion (441), and the second engagement tooth (52) is disposed on the second motor shaft (31). When the first clutch unit (5) is engaged, the first engagement tooth (51) and the second engagement tooth (52) mesh with each other; when the first clutch unit (5) is disengaged, the first engagement tooth (51) and the second engagement tooth (52) disengage from each other to disengage.

5. The vehicle power system according to claim 3, characterized in that, The second clutch unit (6) includes a third engagement tooth (61) and a fourth engagement tooth (62). The third engagement tooth (61) is disposed in the first shifting part (442), and the fourth engagement tooth (62) is disposed in the housing (1). When the second clutch unit (6) is engaged, the third engagement tooth (61) and the fourth engagement tooth (62) mesh with each other; when the second clutch unit (6) is disengaged, The third engaging tooth (61) and the fourth engaging tooth (62) separate from each other to disengage.

6. The vehicle power system according to any one of claims 3 to 5, characterized in that, The shift assembly (4) further includes an energy storage spring (45), which is disposed between the shift sleeve (432) and the first shift part (442) and can be compressed. The shift fork (431) acts on the first shift part (442) via the energy storage spring (45).

7. The vehicle power system according to any one of claims 1 to 5, characterized in that, The sliding sleeve (44) and the first motor shaft (21) are connected by a spline to achieve transmission.

8. The vehicle power system according to any one of claims 1 to 5, characterized in that, The first motor (2) and the second motor (3) are arranged coaxially. At least a portion of the shift assembly (4), the first clutch unit (5) and the second clutch unit (6) are disposed between the first motor (2) and the second motor (3) along the axial direction (A) of the first motor (2).

9. A vehicle comprising a vehicle power system according to any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that, The vehicle includes a first half-shaft (7b) and a second half-shaft (8b), wherein the first half-shaft (7b) is always drivenly connected to the first motor shaft (21), and the second half-shaft (8b) is always drivenly connected to the second motor shaft (31). The vehicle includes a control unit capable of controlling the vehicle's power system to shift gears, thereby enabling the vehicle to operate in a first drive mode, a second drive mode, and a parking mode. In the first driving mode, the vehicle power system is in the first gear, the first motor (2) can independently drive the first half shaft (7b), and the second motor (3) can independently drive the second half shaft (8b); In the second driving mode, the vehicle power system is in the second gear, the first motor (2) and the second motor (3) can jointly drive the first half shaft (7b), and the first motor (2) and the second motor (3) can jointly drive the second half shaft (8b); and In the parking mode, the vehicle power system is in the third gear, so that the first half-shaft (7b) and the second half-shaft (8b) cannot rotate.

Images