Transmission system and vehicle

Abstract

A transmission system, comprising a bidirectional disengagement mechanism (1), an engine shaft (21), a first electric motor shaft (32) and an output end (5), wherein the bidirectional disengagement mechanism (1) is connected to the engine shaft (21), the first electric motor shaft (32) and the output end (5), and the bidirectional disengagement mechanism (1) is configured to realize at least engagement or disengagement between the engine shaft (21) and the first electric motor shaft (32), or engagement or disengagement between the engine shaft (21) and the output end (5); and the first electric motor shaft (32) is a shaft that realizes at least power generation. Further disclosed is a vehicle comprising the transmission system. In the transmission system, the first electric motor shaft can engage on the basis of specific requirements, thereby preventing the engine shaft from continuously dragging the first electric motor shaft and thus affecting the transmission efficiency and causing wear and tear to an apparatus.

Description

Transmission system and vehicle

[0001] The present application claims priority to Chinese Patent Application No. 202411367948.0, filed on September 27, 2024, and entitled "Transmission system and vehicle", Chinese Patent Application No. 202411381768.8, filed on September 27, 2024, and entitled "Power system and vehicle", Chinese Patent Application No. 202411369658.X, filed on September 27, 2024, and entitled "Power system and vehicle", and Chinese Patent Application No. 202411365610.1, filed on September 27, 2024, and entitled "Transmission system and vehicle", the contents of which are incorporated herein by reference in their entirety. TECHNICAL FIELD

[0002] The present application belongs to the technical field of vehicles, and particularly relates to a transmission system and a vehicle. BACKGROUND

[0003] The hybrid power system is a system that connects an engine and a second motor together to realize power output. It can automatically select the engine or the second motor for power output according to the road conditions and driving requirements when the vehicle is running, so as to achieve the effect of energy saving and emission reduction.

[0004] In the related art, the first motor in the hybrid power system is directly connected with the engine, and the engine drags the first motor to rotate, which cannot disconnect the first motor according to the actual demand, thereby causing low transmission efficiency and equipment loss.

[0005] The hybrid vehicle power system includes an engine, a generator and a drive motor. In the existing hybrid vehicle power system, the engine is transmissionally connected to the generator. When the engine drives the wheels, the engine also drags the generator to rotate, resulting in loss of the hybrid vehicle power system and affecting the transmission efficiency of the hybrid vehicle power system.

[0006] The hybrid vehicle power system includes an engine, a generator and a drive motor. In the existing hybrid vehicle power system, the engine is transmissionally connected to the generator. When the engine drives the wheels, the engine also drags the generator to rotate, resulting in loss of the hybrid vehicle power system and affecting the transmission efficiency of the hybrid vehicle power system.

[0007] The automobile longitudinal transmission system usually refers to a transmission system in which the engine and the transmission of the vehicle are arranged longitudinally along the long axis of the vehicle. Such a transmission system is usually used in front-engine, front-drive or rear-drive vehicles, as well as four-wheel drive vehicles. The longitudinal transmission system has many advantages in vehicle design, including good balance, low production cost and easy maintenance, etc.

[0008] In the related art, the engine and the first motor are directly connected in the longitudinal hybrid power system, so that the engine or the first motor rotates arbitrarily, and the other one rotates accordingly. Thus, when the engine directly drives the output end, the first motor is dragged and cannot be disconnected according to actual requirements, thereby causing low transmission efficiency and equipment loss. SUMMARY

[0009] The present application aims to provide a transmission system and a vehicle, which can solve the problem of low transmission efficiency and equipment loss caused by the fact that the first motor is directly connected to the engine in the hybrid power system and the engine drags the first motor to rotate and cannot disconnect the first motor according to actual requirements.

[0010] To solve the above technical problems, the present application is implemented as follows:

[0011] In a first aspect, an embodiment of the present application provides a transmission system, comprising: a bidirectional disconnecting mechanism, an engine shaft, a first motor shaft and an output end.

[0012] The bidirectional disconnecting mechanism is connected to the engine shaft, the first motor shaft and the output end respectively, and is used to at least realize the combination or separation of the engine shaft and the first motor shaft, or the combination or separation of the engine shaft and the output end.

[0013] The first motor shaft is a shaft used to at least realize power generation.

[0014] Optionally, the bidirectional disconnecting mechanism comprises a first connecting unit, a second connecting unit and a third connecting unit; the second connecting unit is movably arranged between the first connecting unit and the second connecting unit, and at least realizes the engagement of the second connecting unit with the first connecting unit or the engagement of the second connecting unit with the third connecting unit.

[0015] Optionally, the first connecting unit is connected to the output end.

[0016] The second connecting unit is also connected to the engine shaft; in the case where the second connecting unit is engaged with the first connecting unit, the torque of the engine shaft is transmitted to the output end.

[0017] The third connecting unit is connected to the first motor; in the case where the second connecting unit is engaged with the third connecting unit, the torque of the engine shaft is transmitted to the first motor shaft.

[0018] Optionally, the transmission system further comprises an output transmission group connected between the engine shaft and the output end, which is used to transmit the torque of the engine shaft to the output end.

[0019] Optionally, the output transmission group is at least partially connected with the first connecting unit, and the output transmission group is engaged with the engine shaft when the second connecting unit is combined with the first connecting unit.

[0020] Optionally, the output end comprises a rotating shaft and a fifth transmission group, the rotating shaft is arranged on the rotating shaft and is adapted to be connected with a differential.

[0021] Optionally, the output transmission group comprises a first transmission group;

[0022] The first transmission group comprises a first gear and a second gear, the first gear is loosely fitted on the engine shaft and is connected with the first connecting unit, the second gear is connected with the rotating shaft, and the first gear is engaged with the second gear.

[0023] Optionally, the output transmission group further comprises a second transmission group, a transmission ratio of the first transmission group is not equal to a transmission ratio of the second transmission group;

[0024] The second transmission group comprises a third gear and a fourth gear, the third gear is connected with the engine shaft, the fourth gear is connected with the rotating shaft, and the third gear is engaged with the fourth gear.

[0025] Optionally, the output transmission group further comprises a disconnecting mechanism, the disconnecting mechanism is arranged on the rotating shaft and is adapted to selectively engage or disengage the second gear or the fourth gear with the rotating shaft.

[0026] Optionally, the disconnecting mechanism is at least one of a one-way clutch, a synchronizer and a two-way clutch.

[0027] Optionally, when the disconnecting mechanism is a one-way clutch, the third gear is fixedly connected with the engine shaft, the fourth gear is loosely fitted on the rotating shaft, and the disconnecting mechanism selectively engages or disengages the fourth gear with the rotating shaft.

[0028] The disconnecting mechanism controls the second connecting unit to be disconnected with the first connecting unit when the disconnecting mechanism controls the fourth gear to be engaged with the rotating shaft.

[0029] Optionally, when the disconnecting mechanism controls the fourth gear to be engaged with the rotating shaft, the second connecting unit is selectively engaged or disengaged with the third connecting unit.

[0030] Optionally, in the case that the disconnecting mechanism is a synchronizer or a bidirectional clutch, the second gear is loosely sleeved on the rotating shaft; the third gear is loosely sleeved on the engine shaft and connected with the first connecting unit, and the fourth gear is loosely sleeved on the rotating shaft, and the disconnecting mechanism is arranged between the second gear and the fourth gear and is used for selectively engaging or disengaging the second gear or the fourth gear with the rotating shaft.

[0031] Optionally, in the case that the disconnecting mechanism controls the second gear or the fourth gear to engage with the rotating shaft, the second connecting unit engages with the first connecting unit.

[0032] Optionally, the transmission system further comprises a third transmission group arranged between the bidirectional disconnecting mechanism and the first motor shaft, and used for transmitting the torque of the engine shaft to the first motor shaft.

[0033] Optionally, the third transmission group comprises a fifth gear and a sixth gear, the fifth gear is loosely sleeved on the engine shaft and connected with the third connecting unit, and the sixth gear is fixedly connected with the first motor shaft, and the fifth gear engages with the sixth gear.

[0034] Optionally, the transmission system further comprises a second motor shaft connected with the output end and used for outputting power to the output end.

[0035] Optionally, the second motor shaft is adapted to be connected with a wheel end and used for outputting power to the wheel end.

[0036] Optionally, the transmission system further comprises a fourth transmission group arranged between the second motor shaft and the output end or the wheel end and used for transmitting the torque of the second motor to the output end or the wheel end.

[0037] Optionally, the transmission system further comprises a second motor connected with the second motor shaft.

[0038] Optionally, the transmission system further comprises an engine connected with the engine shaft.

[0039] Optionally, the transmission system further comprises a first motor connected with the first motor shaft, and the first motor is at least used for generating electricity.

[0040] In a second aspect, the embodiments of the present application provide a vehicle, comprising the transmission system as described in any of the above.

[0041] In the embodiments of the present application, the transmission system comprises a bidirectional disconnecting mechanism, an engine shaft, a first motor shaft and an output end, the bidirectional disconnecting mechanism is connected with the engine shaft, the first motor shaft and the output end respectively, and is used to at least realize engagement or disengagement of the engine shaft and the first motor shaft, or engagement or disengagement of the engine shaft and the output end; the first motor shaft is a shaft used to at least realize power generation. In this way, the first motor shaft can be engaged according to specific requirements, so that the engine shaft does not always drag the first motor shaft, the transmission efficiency is not affected, and the equipment is not damaged.

[0042] Additional aspects and advantages of the present application will be made apparent from the following description.

[0043] In a third aspect, the present application discloses a power system, comprising a bidirectional on-off mechanism, a first shaft, a second shaft and an output end, wherein the bidirectional on-off mechanism is connected to the first shaft, the second shaft and the output end, and the first shaft is connectable to the second shaft and / or the output end through the bidirectional on-off mechanism; wherein the first shaft is a shaft connected to an engine, the second shaft is a shaft connected to a target motor, and the target motor is used at least for power generation.

[0044] Optionally, the bidirectional on-off mechanism comprises a first clutch, wherein the first clutch is arranged between the first shaft and the second shaft, and is used to connect the first shaft and the second shaft, or disconnect the connection between the first shaft and the second shaft.

[0045] Optionally, the first clutch comprises a first connecting piece and a first clutch piece, wherein the first connecting piece is connected to the first shaft, and the first clutch piece is connected to the second shaft; the first connecting piece is selectively engaged with or disconnected from the first clutch piece.

[0046] Optionally, the first clutch piece comprises a first gear, which is sleeved on the first shaft; along the axial direction of the first shaft, the first connecting piece is movably connected to the first shaft to engage the first gear and the first shaft, or disconnect the connection between the first gear and the first shaft.

[0047] Optionally, the power system further comprises a second gear, which is sleeved on the second shaft and fixedly connected to the second shaft, and is engaged with the first gear; when the first connecting piece is engaged with the first gear, the first connecting piece is in a first position close to the first gear, and when the first connecting piece is disconnected from the first gear, the first connecting piece is in a second position away from the first gear.

[0048] Optionally, the power system further comprises a first driving assembly, wherein the first driving assembly is arranged on a side of the first connecting member away from the first gear, and the first driving assembly is configured to drive the first connecting member to engage with the first gear.

[0049] Optionally, the bidirectional on-off mechanism further comprises a second clutch and a fourth shaft, wherein the fourth shaft is a shaft connected to the output end, and the second clutch is arranged between the first shaft and the fourth shaft, and the second clutch is configured to connect or disconnect the first shaft and the fourth shaft.

[0050] Optionally, the second clutch comprises a second connecting member and a second clutching member, wherein the second connecting member is connected to the fourth shaft, and the second clutching member is connected to the first shaft; the second connecting member is selectively engaged with or disconnected from the second clutching member.

[0051] Optionally, the second clutching member comprises a third gear, and the third gear is sleeved on the fourth shaft; along the axial direction of the fourth shaft, the second connecting member is movably connected to the fourth shaft to engage or disconnect the third gear and the fourth shaft.

[0052] Optionally, the power system further comprises a fourth gear, wherein the fourth gear is sleeved on the first shaft and fixedly connected to the first shaft, and the fourth gear is engaged with the third gear; when the second connecting member is engaged with the third gear, the second connecting member is in a third position close to the third gear; when the second connecting member is disconnected from the third gear, the second connecting member is in a fourth position away from the third gear.

[0053] Optionally, the power system further comprises a second driving assembly, wherein the second driving assembly is arranged on a side of the second connecting member away from the third gear, and the second driving assembly is configured to drive the second connecting member to engage with the third gear.

[0054] Optionally, the first driving assembly comprises any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member; and / or the second driving assembly comprises any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

[0055] Optionally, the power system further comprises a first elastic member arranged between the first connecting member and the first gear, one end of the first elastic member abutting against the first connecting member and the other end abutting against the first gear, the first elastic member being configured to generate elastic force in the axial direction of the first shaft to act on the first connecting member; and / or the power system further comprises a second elastic member arranged between the second connecting member and the third gear, one end of the second elastic member abutting against the second connecting member and the other end abutting against the third gear, the second elastic member being configured to generate elastic force in the axial direction of the fourth shaft to act on the second connecting member.

[0056] Optionally, the power system further comprises a fourth shaft connected to the output end, and the bidirectional on-off mechanism further comprises a third clutch having a first side and a second side arranged oppositely; the first side is connected between the first shaft and the second shaft, and is configured to connect or disconnect the first shaft and the second shaft; the second side is connected between the first shaft and the fourth shaft, and is configured to connect or disconnect the first shaft and the fourth shaft.

[0057] Optionally, the first side of the third clutch comprises a third connecting member connected to the first shaft and a third clutch member connected to the second shaft; the third connecting member is selectively engaged with or disconnected from the third clutch member.

[0058] Optionally, the third clutch member comprises a fifth gear sleeved on the first shaft and adapted to be connected to the second shaft; in the axial direction of the first shaft, the third connecting member is movably connected to the first shaft to engage or disconnect the fifth gear and the first shaft.

[0059] Optionally, the power system further comprises a sixth gear sleeved on the second shaft and fixedly connected to the second shaft, the sixth gear being engaged with the fifth gear.

[0060] Optionally, the second side of the third clutch comprises a fourth connecting member connected to the first shaft and a fourth clutch member connected to the fourth shaft; the fourth connecting member is selectively engaged with or disconnected from the fourth clutch member.

[0061] Optionally, the fourth clutching member comprises a seventh gear, the seventh gear is sleeved on the first shaft, and the seventh gear is adapted to be connected with the fourth shaft; the fourth connecting member is movably connected with the first shaft in the axial direction of the first shaft to engage the seventh gear and the first shaft, or disconnect the connection between the seventh gear and the first shaft.

[0062] Optionally, the power system further comprises an eighth gear, the eighth gear is sleeved on the fourth shaft and is fixedly connected with the fourth shaft, and the eighth gear is engaged with the seventh gear.

[0063] Optionally, the third clutch further comprises a fifth connecting member, the fifth connecting member is arranged between the third connecting member and the fourth connecting member, and the fifth connecting member is movably connected with the first shaft; the fifth connecting member is engaged with the third connecting member, or the fifth connecting member is engaged with the fourth connecting member.

[0064] Optionally, when the fifth connecting member is engaged with the third connecting member, the fifth connecting member is in a fifth position close to the third connecting member; when the fifth connecting member is engaged with the fourth connecting member, the fifth connecting member is in a sixth position close to the fourth connecting member; when the fifth connecting member is disconnected with the third connecting member and the fourth connecting member, the fifth connecting member is in a seventh position between the third connecting member and the fourth connecting member.

[0065] Optionally, one seventh gear and a corresponding eighth gear constitute a first gear set; the first gear set comprises multiple groups, and the transmission ratios of the multiple groups of first gear sets are different.

[0066] Optionally, one fifth gear and a corresponding sixth gear constitute a second gear set.

[0067] Optionally, in the axial direction of the first shaft, the second gear set and the multiple groups of first gear sets are arranged at intervals.

[0068] Optionally, the third clutch is arranged between the second gear set and a group of first gear sets adjacent to the second gear set.

[0069] Optionally, the first gear set comprises multiple groups, and the power system further comprises a synchronizer, the synchronizer is connected with the fourth shaft and is located between two adjacent groups of first gear sets.

[0070] Optionally, the power system further comprises a third shaft and a fourth shaft, the third shaft is a shaft connected with the second motor, the fourth shaft is a shaft connected with the output end, and the third shaft and the fourth shaft are coaxial or gear transmission.

[0071] Optionally, the power system further comprises an engine, a first motor and a second motor, wherein the first shaft is connected to the engine, the second shaft is connected to the first motor, and the third shaft is connected to the second motor.

[0072] Optionally, the power system further comprises a differential, and the fourth shaft comprises a plurality of shafts, and the differential is connected between adjacent fourth shafts.

[0073] In a fourth aspect, the application discloses a vehicle comprising the power system in the third aspect.

[0074] The application discloses a power system and a vehicle, the power system comprising a bidirectional on-off mechanism, a first shaft, a second shaft and an output end, wherein the bidirectional on-off mechanism is connected to the first shaft, and the bidirectional on-off mechanism is connected to the second shaft and / or the output end in an on-off manner, wherein the first shaft is a shaft connected with an engine, the second shaft is a shaft connected with a target motor, and the target motor is at least used for power generation.

[0075] The power system disclosed by the application comprises a bidirectional on-off mechanism, a first shaft, a second shaft and an output end, the bidirectional on-off mechanism is connected to the first shaft, the second shaft and the output end, and the first shaft is connected to the second shaft and / or the output end in an on-off manner through the bidirectional on-off mechanism. That is, the first shaft can be connected to the second shaft only through the bidirectional on-off mechanism, the first shaft can be connected to the output end only through the bidirectional on-off mechanism, the first shaft can be connected to the second shaft and the output end through the bidirectional on-off mechanism, and the first shaft can be disconnected from the second shaft and the output end through the bidirectional on-off mechanism. In the working process of the power system, the second shaft and / or the output end can be driven by the first shaft as needed, so as to avoid the loss of the power system and improve the transmission efficiency of the power system.

[0076] In a fifth aspect, the application discloses a power system, comprising a first shaft, the first shaft being a shaft connected with an engine; a first motor rotor, the first motor rotor being a rotor of a first motor, the first motor being at least used for power generation; and a first clutch, the first clutch being arranged between the first shaft and the first motor rotor and being used for coupling or decoupling the first shaft and the first motor rotor.

[0077] Optionally, the first clutch comprises a rotor assembly connected to the first motor rotor and a connecting member connected to the first shaft, the connecting member being movable relative to the rotor assembly to engage or disengage the rotor assembly.

[0078] Optionally, the connecting member is fixedly connected to the first shaft in the circumferential direction of the first shaft and is movably connected to the first shaft in the axial direction of the first shaft.

[0079] Optionally, the connecting member is provided with a first clamping portion on the side close to the rotor assembly, and the rotor assembly is provided with a second clamping portion on the side close to the connecting member; when the connecting member is in the first position, the first clamping portion is clamped to the second clamping portion, and when the connecting member is in the second position, the first clamping portion is disengaged from the second clamping portion.

[0080] Optionally, the first clamping portion comprises one of a protrusion and a groove, and the second clamping portion comprises the other one of the protrusion and the groove.

[0081] Optionally, the first clamping portion comprises a plurality of first clamping portions, and the plurality of first clamping portions are arranged at intervals; the second clamping portion also comprises a plurality of second clamping portions, and each of the second clamping portions is arranged in correspondence with one of the first clamping portions.

[0082] Optionally, the first clutch further comprises a driving member arranged on the side of the connecting member away from the rotor assembly, the driving member being configured to drive the connecting member to engage the rotor assembly.

[0083] Optionally, the driving member comprises any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

[0084] Optionally, the hydraulic driving member comprises a cylinder, a piston, and a push ring, wherein the piston is arranged in the cylinder and is slidably connected to the inner wall of the cylinder in the axial direction of the first shaft; one end of the push ring abuts against the piston, and the other end of the push ring abuts against the connecting member.

[0085] Optionally, the hydraulic driving member comprises a cylinder and a piston, wherein the piston is arranged in the cylinder and is slidably connected to the inner wall of the cylinder in the axial direction of the first shaft; the connecting member abuts against the outer side of the piston.

[0086] Optionally, the inner wall of the cylinder and the piston enclose a first chamber, and the first chamber is provided with a first opening for injecting or discharging a liquid medium into or out of the first chamber to drive the piston to move in the axial direction of the first shaft.

[0087] Optionally, the first opening is arranged on the cylinder body and located at a side away from the piston.

[0088] Optionally, the electromagnetic driving member comprises an electromagnet assembly, one end of the electromagnet assembly is connected to the connecting member to drive the connecting member to engage with the rotor assembly.

[0089] Optionally, the first clutch further comprises an elastic member, the elastic member is arranged between the connecting member and the rotor assembly, one end of the elastic member abuts against the connecting member and the other end abuts against the rotor assembly, the elastic member is used to generate elastic force along the axial direction of the first shaft to act on the connecting member.

[0090] Optionally, the connecting member and the rotor assembly are sequentially arranged on the first shaft, and along the axial direction of the first shaft, the connecting member is movably connected to the first shaft.

[0091] Optionally, the outer wall of the rotor assembly engages with the first motor rotor.

[0092] Optionally, the inner wall of the rotor assembly is in clearance fit with the outer wall of the first shaft.

[0093] Optionally, the rotor assembly is sleeved on the first shaft.

[0094] Optionally, the power system further comprises a bearing, the bearing is arranged between the inner wall of the rotor assembly and the outer wall of the first shaft.

[0095] Optionally, the power system further comprises a second clutch and a second shaft, the second shaft is a shaft connected with an output end; the second clutch is connected between the first shaft and the second shaft to connect or disconnect the first shaft and the second shaft.

[0096] Optionally, the power system further comprises a first gear set, wherein the first gear set is connected between the first shaft and the second shaft; the second clutch is connected to the first shaft to engage or disconnect the first gear set and the first shaft.

[0097] Optionally, the first gear set comprises a first gear and a second gear, the first gear is fixedly connected to the second shaft, the second gear is connected to the first shaft, and the second gear engages with the first gear; along the axial direction of the first shaft, the second clutch is arranged at one side of the second gear and movably connected to the first shaft to engage or disconnect the first shaft and the second gear.

[0098] Optionally, the power system further comprises a first gear set, wherein the first gear set is connected between the first shaft and the second shaft; the second clutch is connected to the second shaft to connect or disconnect the first gear set and the second shaft.

[0099] Optionally, the first gear set comprises a first gear and a second gear, the first gear is connected to the second shaft, the second gear is fixedly connected to the first shaft, and the second gear is engaged with the first gear; along the axial direction of the second shaft, the second clutch is arranged on one side of the first gear and is movably connected to the second shaft to connect or disconnect the second shaft and the first gear.

[0100] Optionally, the power system further comprises a first gear set and a second shaft, the second shaft is a shaft connected to the output end; the first gear set is connected between the first shaft and the second shaft, and the first gear set is located on the side of the first clutch away from the rotor assembly.

[0101] Optionally, the first clutch further comprises a second connecting piece, wherein the second connecting piece is arranged between the first gear set and the connecting piece, and along the axial direction of the first shaft, the second connecting piece is movably connected to the first shaft to connect or disconnect the first gear set and the first shaft.

[0102] Optionally, the first gear set comprises a plurality of groups, and the transmission ratios of the plurality of groups of the first gear set are different.

[0103] Optionally, along the axial direction of the first shaft, the plurality of groups of the first gear set are arranged at intervals; the power system further comprises a synchronizer, the synchronizer is connected to the second shaft and located between two adjacent groups of the first gear set.

[0104] Optionally, the power system further comprises a third shaft, the third shaft is a shaft connected to the second motor, wherein the third shaft and the second shaft are coaxial or gear driven.

[0105] Optionally, the power system further comprises a second gear set, the second gear set is drivingly connected to the third shaft and the second shaft.

[0106] Optionally, the second gear set comprises a third gear and a fourth gear, wherein the third gear is sleeved on the third shaft and fixedly connected to the third shaft; the fourth gear is sleeved on the second shaft and fixedly connected to the second shaft; the fourth gear is engaged with the third gear.

[0107] Optionally, the power system further comprises a first motor, a second motor and an engine, wherein the first motor rotor is connected to the first motor, the third shaft is connected to the second motor, and the first shaft is connected to the engine.

[0108] Optionally, the power system further comprises a differential, and the second shafts comprise a plurality of second shafts, and the differential is connected between adjacent second shafts.

[0109] In a sixth aspect, the present application further discloses a vehicle comprising the power system of the first aspect.

[0110] The present application discloses a power system and a vehicle, the power system comprising a first shaft, the first shaft being a shaft connected to an engine; a first motor rotor, the first motor rotor being a rotor of a first motor, the first motor being at least used for power generation; and a first clutch, the first clutch being arranged between the first shaft and the first motor rotor, the first clutch being used for coupling or decoupling the first shaft and the first motor rotor.

[0111] The power system disclosed by the present application comprises a first shaft, a first motor rotor and a first clutch, the first clutch being connected between the first motor rotor and the first shaft, the first shaft being coupled to the first motor rotor through the first clutch, or the first shaft being decoupled from the first motor rotor through the first clutch. When the engine drives the first shaft to rotate, the first clutch can decouple the first motor rotor and the first shaft, so that the engine can only drive the output end and no longer drive the first motor rotor, thereby avoiding the loss of the power system and improving the transmission efficiency of the power system.

[0112] In a seventh aspect, the present application provides a transmission system, comprising: an engine connecting shaft, a disconnecting unit, a first motor connecting shaft and an output end; the disconnecting unit is connected with the engine connecting shaft, the first motor connecting shaft and the output end respectively;

[0113] The engine connecting shaft has an angle with the power output direction of the output end, the first motor connecting shaft is adapted to be connected to a first motor, and the first motor is at least used for power generation.

[0114] Optionally, the power output direction of the output end is the axis direction of an axle.

[0115] Optionally, the disconnecting unit is a bidirectional disconnecting mechanism, and the bidirectional disconnecting mechanism comprises a first connecting piece, a second connecting piece and a third connecting piece; the second connecting piece is movably arranged between the first connecting piece and the third connecting piece, and at least one of the following conditions is achieved: the second connecting piece is engaged with the first connecting piece, or the second connecting piece is engaged with the third connecting piece.

[0116] The first connecting member is connected with the first motor connecting shaft, the second connecting member is movably connected with the engine connecting shaft, and the third connecting member is connected with the output end.

[0117] Optionally, the disconnecting unit comprises a disconnecting mechanism and a clutch,

[0118] The disconnecting mechanism is connected between the engine connecting shaft and the first motor connecting shaft, and is used for connecting or disconnecting the engine connecting shaft and the first motor connecting shaft.

[0119] The clutch is connected between the engine connecting shaft and the output end, and is used for connecting or disconnecting the engine connecting shaft and the output end.

[0120] Optionally, the transmission system further comprises a fifth gear and a sixth gear, the fifth gear is sleeved on the engine connecting shaft, the sixth gear is fixedly connected with the first motor connecting shaft, and the fifth gear is engaged with the sixth gear.

[0121] Optionally, the disconnecting mechanism comprises a connecting assembly, which is movably connected with the engine connecting shaft along the axial direction of the engine connecting shaft, and is selectively engaged with or disconnected from the fifth gear.

[0122] When the connecting assembly is engaged with the fifth gear, the engine connecting shaft is connected with the first motor connecting shaft; when the connecting assembly is disconnected from the fifth gear, the engine connecting shaft is disconnected from the first motor connecting shaft.

[0123] Optionally, the disconnecting mechanism further comprises a driving assembly, wherein the driving assembly is arranged on the side of the connecting assembly away from the fifth gear, and is used for driving the connecting assembly to engage with the fifth gear.

[0124] Optionally, the driving assembly is at least one of a hydraulic driving assembly, an electromagnetic driving assembly and an electric driving assembly.

[0125] Optionally, the transmission system further comprises a speed changing unit, which is connected between the clutch and the output end.

[0126] The speed changing unit comprises a first rotating shaft, the clutch is connected between the engine connecting shaft and the first rotating shaft, and is used for engaging or disconnecting the engine connecting shaft and the first rotating shaft.

[0127] Optionally, the speed changing unit further comprises a second rotating shaft and a transmission group, the first rotating shaft and the second rotating shaft are connected through the transmission group, and the second rotating shaft is connected with the output end.

[0128] Optionally, the transmission group comprises a first transmission group, a second transmission group and a disconnect mechanism, the transmission ratio of the first transmission group is not equal to the transmission ratio of the second transmission group; the disconnect mechanism is arranged on the second rotating shaft and is used for selectively engaging or separating the first transmission group or the second transmission group with the second rotating shaft.

[0129] Optionally, the disconnect mechanism is a bidirectional clutch or a synchronizer.

[0130] Optionally, the first transmission group comprises a first gear and a second gear, the first gear is connected with the first rotating shaft, and the second gear is sleeved on the second rotating shaft; the first gear is engaged with the second gear.

[0131] Optionally, the second transmission group comprises a third gear and a fourth gear, the third gear is connected with the first rotating shaft, and the fourth gear is sleeved on the second rotating shaft; the third gear is engaged with the fourth gear.

[0132] The disconnect mechanism selectively engages or separates the second gear or the fourth gear with the second rotating shaft.

[0133] Optionally, the transmission system further comprises a second motor connecting shaft, the second motor connecting shaft is connected with the output end, the second rotating shaft or is adapted to be connected with a differential to output power.

[0134] Optionally, the transmission system further comprises a seventh gear and an eighth gear,

[0135] the seventh gear is connected with the second motor connecting shaft, the eighth gear is connected with the second rotating shaft, and the seventh gear is engaged with the eighth gear.

[0136] Optionally, the transmission system further comprises a second motor, the second motor is connected with the second motor connecting shaft.

[0137] Optionally, the transmission system further comprises an engine, the engine is connected with the engine connecting shaft.

[0138] Optionally, the transmission system further comprises a first motor, the first motor is connected with the first motor connecting shaft, and the first motor is used at least for power generation.

[0139] In an eighth aspect, an embodiment of the present application provides a vehicle, comprising the transmission system as described in any one of the above aspects.

[0140] In the embodiments of the present application, the transmission system comprises an engine connecting shaft, a disconnecting unit, a first motor connecting shaft and an output end; the disconnecting unit is connected with the engine connecting shaft, the first motor connecting shaft and the output end respectively; the engine connecting shaft has an angle with the power output direction of the output end, the first motor connecting shaft is suitable for being connected with a first motor, and the first motor is at least used for generating electricity. In this way, the engine is avoided from always dragging the first motor, the transmission efficiency is improved, and the equipment loss is reduced. The engine connecting shaft has an angle with the power output direction of the output end, which is beneficial to the weight layout of the vehicle in the longitudinal direction.

[0141] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0142] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description of embodiments, given by way of example, and with reference to the following drawings, wherein:

[0143] Fig. 1 is a schematic diagram of a transmission system according to an embodiment of the present application;

[0144] Fig. 2 is a schematic diagram of another transmission system according to an embodiment of the present application;

[0145] Fig. 3 is a schematic diagram of a bidirectional disconnecting structure according to an embodiment of the present application;

[0146] Fig. 4 is a structural schematic diagram of a bidirectional disconnecting structure according to an embodiment of the present application;

[0147] Fig. 5 is a structural schematic diagram of another bidirectional disconnecting structure according to an embodiment of the present application;

[0148] Fig. 6 is a schematic diagram of a power transmission route in an energy recovery mode 1 according to an embodiment of the present application;

[0149] Fig. 7 is a schematic diagram of a power transmission route in an engine direct drive mode 1 according to an embodiment of the present application;

[0150] Fig. 8 is a schematic diagram of a power transmission route in an engine direct drive mode 2 according to an embodiment of the present application;

[0151] Fig. 9 is a schematic diagram of a power transmission route in an engine direct drive mode 3 according to an embodiment of the present application;

[0152] Fig. 10 is a schematic diagram of a power transmission route in a second motor direct drive mode according to an embodiment of the present application;

[0153] Fig. 11 is a schematic diagram of a power transmission route in a hybrid series mode according to an embodiment of the present application;

[0154] Fig. 12 is a schematic diagram of a power transmission route in a hybrid parallel mode 1 according to the present application;

[0155] Fig. 13 is a schematic diagram of a power transmission route in a hybrid parallel mode 2 according to the present application;

[0156] Fig. 14 is a schematic diagram of a power transmission route in a hybrid parallel mode 3 according to the present application;

[0157] Fig. 15 is a schematic diagram of a power transmission route in an energy recovery mode 2 according to an embodiment of the present application;

[0158] Fig. 16 is a schematic diagram of a power transmission route in an engine direct drive mode 4 according to an embodiment of the present application;

[0159] Fig. 17 is a schematic diagram of a power transmission route in an engine direct drive mode 5 according to an embodiment of the present application;

[0160] Fig. 18 is a schematic diagram of a power transmission route in another second motor direct drive mode according to the present application;

[0161] Fig. 19 is a schematic diagram of a power transmission route in another hybrid series mode according to the present application;

[0162] Fig. 20 is a schematic diagram of a power transmission route in a hybrid parallel mode 4 according to the present application;

[0163] Fig. 21 is a schematic diagram of a power transmission route in a hybrid parallel mode 5 according to the present application;

[0164] Fig. 22 shows a schematic diagram of a structure of the power system in an embodiment of the present application;

[0165] Fig. 23 shows a schematic diagram of a structure of the power system in another embodiment of the present application;

[0166] Fig. 24 shows a schematic diagram of a structure of the power system in yet another embodiment of the present application;

[0167] Fig. 25 shows a schematic diagram of a structure of the first clutch in an embodiment of the present application;

[0168] Fig. 26 shows a schematic diagram of a structure of the second clutch in an embodiment of the present application;

[0169] Fig. 27 shows a schematic diagram of a structure of the first clutch in another embodiment of the present application;

[0170] Fig. 28 shows a schematic diagram of a structure of the second clutch in another embodiment of the present application;

[0171] Fig. 29 shows a schematic diagram of a structure of the third clutch in an embodiment of the present application;

[0172] Fig. 30 is a schematic view of a third clutch according to an embodiment of the present application;

[0173] Fig. 31 is a schematic view of a first clutch according to an embodiment of the present application;

[0174] Fig. 32 is a schematic view of a power system according to an embodiment of the present application;

[0175] Fig. 33 is a schematic view of a power system according to an embodiment of the present application;

[0176] Fig. 34 is a schematic view of a power system according to an embodiment of the present application;

[0177] Fig. 35 is a schematic view of a power transmission system according to an embodiment of the present application;

[0178] Fig. 36 is a schematic view of a two-way disconnect mechanism according to an embodiment of the present application;

[0179] Fig. 37 is a schematic view of a disconnect mechanism according to an embodiment of the present application;

[0180] Fig. 38 is a schematic view of another disconnect mechanism according to an embodiment of the present application;

[0181] Fig. 39 is a schematic view of a power transmission route in an energy recovery mode according to an embodiment of the present application;

[0182] Fig. 40 is a schematic view of a power transmission route in an engine direct drive mode 1 according to an embodiment of the present application;

[0183] Fig. 41 is a schematic view of a power transmission route in an engine direct drive mode 2 according to an embodiment of the present application;

[0184] Fig. 42 is a schematic view of a power transmission route in an engine direct drive mode 3 according to an embodiment of the present application;

[0185] Fig. 43 is a schematic view of a power transmission route in an engine direct drive mode 4 according to an embodiment of the present application;

[0186] Fig. 44 is a schematic view of a power transmission route in a second motor direct drive mode according to an embodiment of the present application;

[0187] Fig. 45 is a schematic view of a power transmission route in a series mode according to an embodiment of the present application;

[0188] Fig. 46 is a schematic view of a power transmission route in a parallel mode 1 according to an embodiment of the present application;

[0189] Fig. 47 is a schematic view of a power transmission route in a parallel mode 2 according to an embodiment of the present application;

[0190] FIG. 48 is a schematic diagram of a power transmission route in parallel mode 3 according to an embodiment of the present application;

[0191] FIG. 49 is a schematic diagram of a power transmission route in parallel mode 4 according to an embodiment of the present application.

[0192] Reference signs: Fig. 1-21: 1: bidirectional disconnect mechanism; 11: first connecting unit; 111: first connecting unit outer hub; 112: first friction plate set; 113: first connecting unit inner hub; 114: first oil cavity; 115: first oil port; 12: second connecting unit; 13: third connecting unit; 131: third connecting unit outer hub; 132: second friction plate set; 133: third connecting unit inner hub; 134: second oil cavity; 135: second oil port; 14: elastic member; 15: oil passage; 16: bearing; 2: engine; 21: engine shaft; 3: first motor; 31: third transmission set; 32: first motor shaft; 311: fifth gear; 312: sixth gear; 4: output transmission set; 41: first transmission set; 411: first gear; 412: second gear; 42: second transmission set; 421: third gear; 422: fourth gear; 43: disconnect mechanism; 5: output end; 51: rotating shaft; 52: fifth transmission set; 6: differential; 7: second motor; 71: fourth transmission set; 72: second motor shaft. Fig. 22-30: 10: engine; 11: first shaft; 20: first motor; 21: second shaft; 30: second motor; 31: third shaft; 40: output end; 41: fourth shaft; 50: bidirectional on-off mechanism; 51: first clutch; 511: first connecting member; 512: first clutching member; 52: second clutch; 521: second connecting member; 522: second clutching member; 53: third clutch; 531: third connecting member; 532: third clutching member; 533: fourth connecting member; 534: fourth clutching member; 535: fifth connecting member; 61: first gear; 62: second gear; 71: third gear; 72: fourth gear; 80: first drive assembly; 90: second drive assembly; 100: first elastic member; 110: second elastic member; 120: second gear set; 121: fifth gear; 122: sixth gear; 130: first gear set; 131: seventh gear; 132: eighth gear; 140: synchronizer; 150: differential. Fig. 31-34: 10: rotor assembly; 11: second clamping portion; 20: connecting member; 21: first clamping portion; 30: driving member; 31: cylinder; 32: piston; 33: push ring; 34: first chamber; 341: first opening; 40: elastic member; 50: engine; 51: first shaft; 60: first motor; 61: first motor rotor; 70: second clutch; 80: first gear set; 82: first gear; 81: second gear; 90: output end; 91: second shaft; 100: second motor; 101: third shaft; 110: second gear set; 111: third gear; 112: fourth gear; 120: first clutch; 130: bearing; 140: differential.Fig. 35-Fig. 49: 1: disconnecting unit; 10: disconnecting mechanism; 101: connecting assembly; 103: first connecting piece; 104: second connecting piece; 105: third connecting piece; 11: first connecting unit; 111: fixing piece; 12: second connecting unit; 121: moving piece; 13: driving assembly; 131: connecting piece; 132: driving piece; 14: housing; 15: oil cavity; 16: elastic piece; 17: first bearing; 18: sealing piece; 19: second bearing; 2: engine; 21: output shaft; 211: spline tooth; 3: first motor; 31: fifth gear; 32: sixth gear; 33: first motor connecting shaft; 4: longitudinal transmission unit; 41: clutch; 42: first rotating shaft; 43: second rotating shaft; 44: transmission group; 45: first transmission group; 451: first gear; 452: second gear; 46: second transmission group; 461: third gear; 462: fourth gear; 47: disconnecting mechanism; 5: output end; 51: ninth gear; 52: tenth gear; 6: second motor; 61: seventh gear; 62: eighth gear; 63: second motor connecting shaft; 7: differential; X: engine connecting shaft axis direction; Y: output end power output direction; a: engine connecting shaft axis direction and output end power output direction angle. Embodiments

[0193] Embodiments of the present application will be described in detail below, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary only, for the purpose of explanation, and are not to be understood as limiting the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work under the premise that the present application falls within the scope of protection.

[0194] The terms "first", "second" in the description and claims of the present application can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / ", generally means that the front and rear associated objects are in an "or" relationship.

[0195] In the description of the present application, it needs to be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0196] In the description of the present application, it needs to be understood that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0197] Before explaining the transmission system and vehicle provided by the embodiments of the present application, the application scenario of the transmission system and vehicle provided by the embodiments of the present application is described in detail:

[0198] In the related art, the first motor in the hybrid power system is directly connected with the engine, and the first motor is generally a generator, so that the engine drags the first motor to rotate, and the first motor cannot be disconnected according to actual demand, so that when the engine needs to transmit power to the wheel end during vehicle driving, the engine still drives the first motor to rotate, and the engine and the first motor cannot be separated, causing system loss, and the engine driving the first motor in real time also easily causes equipment damage.

[0199] The transmission system and vehicle provided by the embodiments of the present application will be described in detail in combination with the specific embodiments and their application scenarios.

[0200] As shown in FIG. 1, FIG. 2 and FIG. 3, the transmission system according to some embodiments of the present application comprises: a bidirectional disconnecting mechanism 1, an engine shaft 21, a first motor shaft 32 and an output end 5; the bidirectional disconnecting mechanism 1 is connected with the engine shaft 21, the first motor shaft 32 and the output end 5 respectively, and the bidirectional disconnecting mechanism 1 is used to at least realize the engagement or separation of the engine shaft 21 and the first motor shaft 32; or, the engine shaft 21 and the output end 5 are engaged or separated; the first motor shaft 32 is a shaft for at least realizing power generation.

[0201] In the embodiments of the present application, the transmission system comprises a bidirectional disconnection mechanism 1, an engine shaft 21, a first motor shaft 32 and an output end 5, the bidirectional disconnection mechanism 1 is connected with the engine shaft 21, the first motor shaft 32 and the output end 5 respectively, and the bidirectional disconnection mechanism 1 is used to at least realize the engagement or separation of the engine shaft 21 and the first motor shaft 32 or the engagement or separation of the engine shaft 21 and the output end 5; the first motor shaft 32 is a shaft used to at least realize power generation. In this way, the first motor shaft 32 can be engaged according to specific requirements, so that the engine shaft 21 does not always drag the first motor shaft 32, the transmission efficiency is affected, and the equipment is damaged.

[0202] In specific applications, the bidirectional disconnection mechanism 1 can be one of a bidirectional wet clutch, a bidirectional electromagnetic clutch, a synchronizer and the like, and a person skilled in the art can select according to requirements, and the present application does not make any limitation in this regard.

[0203] In some embodiments of the present application, as shown in FIG. 1 or FIG. 2, the transmission system further comprises an engine 2, and the engine 2 is connected with the engine shaft 21.

[0204] In some embodiments of the present application, the transmission system further comprises a first motor 3, and the first motor 3 is connected with the first motor shaft 32.

[0205] Specifically, as shown in FIG. 1 or FIG. 2, the engine shaft 21 is coaxially connected or gear transmission connected with the engine 2; and the first motor 3 is coaxially connected or gear transmission connected with the first motor shaft 32.

[0206] It should be explained that the first motor 3 can be a generator, or an integrated machine of a generator and a motor, and a person skilled in the art can set it according to requirements, and the present application does not make any limitation in this regard.

[0207] As shown in FIG. 3, in some embodiments of the present application, the bidirectional disconnection mechanism 1 comprises a first connecting unit 11, a second connecting unit 12 and a third connecting unit 13; the second connecting unit 12 is movably arranged between the first connecting unit 11 and the third connecting unit 13, and at least realizes the engagement of the second connecting unit 12 with the first connecting unit 11 or the engagement of the second connecting unit 12 with the third connecting unit 13.

[0208] In the embodiments of the present application, in the case that the second connecting unit 12 moves to engage with the first connecting unit 11, the first connecting unit 11 is in an engaged state; at this time, the power of the second connecting unit 12 is transmitted to the first connecting unit 11. In the case that the second connecting unit 12 moves to engage with the third connecting unit 13, the third connecting unit 13 is in an engaged state; at this time, the power of the second connecting unit 12 is transmitted to the third connecting unit 13.

[0209] As shown in FIG. 3, in some embodiments of the present application, the first connecting unit 11 is connected with the output end 5; the second connecting unit 12 is also connected with the engine shaft 21; in the case that the second connecting unit 12 is engaged with the first connecting unit 11, the engine 2 transmits torque to the output end 5 through the engine shaft 21 for output; the third connecting unit 13 is connected with the first motor shaft 32; in the case that the second connecting unit 12 is engaged with the third connecting unit 13, the engine 2 transmits torque to the first motor shaft 32 through the engine shaft 21, and finally to the first motor 3, so as to at least be used for power generation.

[0210] In the embodiments of the present application, the first connecting unit 11 is connected with the output end 5, the second connecting unit 12 is connected with the engine shaft 21, in the case that the second connecting unit 12 is engaged with the first connecting unit 11, the torque of the engine 2 is transmitted to the output end 5 for output, so as to drive the vehicle to travel; the third connecting unit 13 is connected with the first motor shaft 32, in the case that the second connecting unit 12 is engaged with the third connecting unit 13, the torque of the engine 2 is transmitted to the first motor shaft 32. In this way, the first motor shaft 32 can be engaged according to specific requirements, avoiding that the engine shaft 21 always drags the first motor shaft 32, affecting the transmission efficiency and causing damage to the equipment.

[0211] It needs to be explained that the second connecting unit 12 in the bidirectional disconnecting mechanism 1 has three positions, in the first position, the second connecting unit 12 is engaged with the first connecting unit 11 and separated from the third connecting unit 13; in the second position, the second connecting unit 12 is separated from the first connecting unit 11 and the third connecting unit 13; in the third position, the second connecting unit 12 is engaged with the third connecting unit 13 and separated from the first connecting unit 11.

[0212] As shown in FIG. 4 and FIG. 5, in some embodiments of the present application, the bidirectional disconnecting mechanism 1 is a bidirectional wet clutch, the first connecting unit 11 can include a first connecting unit outer hub 111, a first connecting unit inner hub 113 and a first friction plate group 112; the second connecting unit 12 is a piston; the third connecting unit 13 can include a third connecting unit outer hub 131, a third connecting unit inner hub 133 and a second friction plate group 132; wherein the first connecting unit inner hub 113 can surround the first oil cavity 114 with the output shaft 21 and the second connecting unit 12; the third connecting unit inner hub 133 can surround the second oil cavity 134 with the output shaft 21 and the second connecting unit 12; the oil channel 15 can be arranged at the shaft center of the output shaft 21, and the first oil port 115 and the second oil port 135 can also be arranged on the output shaft 21, so as to input the oil in the oil channel 15 into the first oil cavity 114 or the second oil cavity 134.

[0213] When oil is injected into the second oil chamber 134, the volume of the second oil chamber 134 will increase, and the volume of the first oil chamber 114 will decrease; thus, the second connecting unit 12 (piston) will be pushed by the second oil chamber 134 to move towards the first friction plate set 112 of the first connecting unit 11 until the first friction plate set 112 is engaged with the second connecting unit 12 (piston).

[0214] When the first friction plate set 112 is engaged with the second connecting unit 12 (piston), the first connecting unit inner hub 113 is connected with the first connecting unit outer hub 111 through the first friction plate set 112; at this time, the first connecting unit 11 is in the engaged state, and the first connecting unit 11 can transmit the power output by the engine shaft 21 to the corresponding output end 5 to complete the output of torque.

[0215] When oil is injected into the first oil chamber 114, the volume of the first oil chamber 114 will increase, and the volume of the second oil chamber 134 will decrease; thus, the second connecting unit 12 (piston) will be pushed by the first oil chamber 114 to move towards the second friction plate set 132 of the third connecting unit 13 until the second friction plate set 132 is engaged with the second connecting unit 12 (piston).

[0216] When the second friction plate set 132 is engaged with the second connecting unit 12 (piston), the third connecting unit inner hub 133 is connected with the third connecting unit outer hub 131 through the second friction plate set 132; at this time, the third connecting unit 13 is in the engaged state, and the third connecting unit 13 can transmit the power output by the engine shaft 21 to the corresponding first motor 3 to drive the first motor 3 to generate electricity.

[0217] In some embodiments of the present application, as shown in FIG. 4 or FIG. 5, an elastic member 14 can be arranged between the first connecting unit 11 and the second connecting unit 12, or between the second connecting unit 12 and the third connecting unit 13; thus, when the second connecting unit 12 (piston) is moved by hydraulic drive and needs to be reset, the elastic member 14 can be used for resetting.

[0218] Specifically, the elastic member 14 is arranged between the first connecting unit 11 and the second connecting unit 12; when the second connecting unit 12 is moved and engaged with the first connecting unit 11, and the second connecting unit 12 needs to be disengaged from the first connecting unit 11 and engaged with the third connecting unit 13, the hydraulic drive is stopped; at this time, under the action of the elasticity of the elastic member 14, the second connecting unit 12 will move from the first position to the third position, and be disengaged from the first connecting unit 11 and engaged with the third connecting unit 13.

[0219] As shown in FIG. 1 or FIG. 2, in some embodiments of the present application, the transmission system further comprises an output transmission set 4 connected between the engine shaft 21 and the output end 5, and the output transmission set 4 is used to transmit the torque of the engine shaft 21 to the output end 5.

[0220] In the embodiments of the present application, by arranging the output transmission set 4 between the engine shaft 21 and the output end 5, the torque transmitted from the engine shaft 21 to the output end 5 can be adjusted, so that the wheels of the vehicle obtain different speeds and torques.

[0221] In some embodiments of the present application, the output transmission set 4 is at least partially connected with the first connecting unit 11, and the output transmission set 4 is engaged with the engine shaft 21 when the second connecting unit 12 is engaged with the first connecting unit 11.

[0222] In the embodiments of the present application, the output transmission set 4 is at least partially connected with the first connecting unit 11, and the output transmission set 4 is engaged with the engine shaft 21 when the second connecting unit 12 is engaged with the first connecting unit 11. Thus, the torque on the engine shaft 21 is transmitted to the output end 5 through the output transmission set 4.

[0223] It can be understood that the output transmission set 4 is a plurality of gear sets used to transmit the torque of the engine 2 to the output end 5 to drive the vehicle to run, and the number of gear sets can be set according to requirements, for example, 1 pair, 2 pairs, 3 pairs, etc. When the output transmission set 4 comprises a plurality of sub-transmission sets, the vehicle gear shifting can be realized, so that the engine operates in the high efficiency range in more working conditions, the fuel economy is improved, and through reasonable gear switching, the engine and the motor can work cooperatively to provide stronger power.

[0224] As shown in FIG. 1 and FIG. 2, in some embodiments of the present application, the output end 5 comprises a rotating shaft 51 and a fifth transmission set 52, and the fifth transmission set 52 is arranged on the rotating shaft 51 and is adapted to be connected to the differential 6.

[0225] In the embodiments of the present application, the output end 5 comprises the rotating shaft 51 and the fifth transmission set 52, so that flexible layout can be performed according to the space in the vehicle.

[0226] As shown in FIG. 1 and FIG. 2, in some embodiments of the present application, the output transmission set 4 comprises a first transmission set 41, and the first transmission set 41 comprises a first gear 411 and a second gear 412, the first gear 411 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, the second gear 412 is connected with the rotating shaft 51, and the first gear 411 is engaged with the second gear 412.

[0227] In the embodiments of the present application, the first transmission group 41 comprises a first gear 411 and a second gear 412, the first gear 411 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, the second gear 412 is connected with the rotating shaft 51, the first gear 411 is engaged with the second gear 412, so that when the second connecting unit 12 is engaged with the first connecting unit 11, the torque of the engine 2 is transmitted to the output end 5 through the first gear 411 and the second gear 412.

[0228] It should be explained that, as shown in Fig. 5, the first gear 411 is connected with the outer hub 111 of the first connecting unit, so as to realize the connection between the first gear 411 and the first connecting unit 11. The bearing 16 is arranged between the first gear 411 and the engine shaft 21, so as to avoid that the first gear 411 is directly driven by the output shaft 21.

[0229] In some embodiments of the present application, the output transmission group 4 further comprises a second transmission group 42, the transmission ratio of the first transmission group 41 is not equal to the transmission ratio of the second transmission group 42; the second transmission group 42 comprises a third gear 421 and a fourth gear 422, the third gear 421 is connected with the engine shaft 21, the fourth gear 422 is connected with the rotating shaft 51, and the third gear 421 is engaged with the fourth gear 422.

[0230] In the embodiments of the present application, the output transmission group 4 comprises the first transmission group 41 and the second transmission group 42 with different transmission ratios, so that the torque can be transmitted to the output end 5 by the first transmission group 41 or the second transmission group 42, and since the transmission ratios of the two transmission groups are different, the torque obtained by the output end 5 can be selected.

[0231] In specific applications, the output transmission group 4 is used to change the transmission ratio between the engine 2 and the wheels according to the speed and driving force required by the vehicle, so that the vehicle can adapt to different speeds and loads, that is, the gear shifting during the driving process of the vehicle.

[0232] It can be understood that the transmission ratios of the first transmission group 41 and the second transmission group 42 are different, so that when the power of the engine 2 is transmitted to the output end 5 through different transmission groups, the transmission speed and torque are also different.

[0233] In some embodiments of the present application, the output transmission group 4 further comprises a disconnecting mechanism 43, the disconnecting mechanism 43 is arranged on the rotating shaft 51 and can selectively engage or separate the second gear 412 or the fourth gear 422 with the rotating shaft 51.

[0234] In some embodiments of the present application, the disconnecting mechanism 43 is one of a one-way clutch, a two-way clutch, a synchronizer and the like, which can be selected by those skilled in the art according to requirements, and the present application does not limit this.

[0235] As shown in FIG. 1, in some embodiments of the present application, the first transmission group 41 is connected with the first connecting unit 11 and the output end 5 respectively; and the second transmission group 42 is connected with the engine shaft 21 and the disconnecting mechanism 43 respectively.

[0236] In the embodiments of the present application, the first transmission group 41 is connected with the first connecting unit 11 and the output end 5 respectively, and the second transmission group 42 is connected with the engine shaft 21 and the disconnecting mechanism respectively. In this way, when the second connecting unit 12 is separated from the first connecting unit 11, the torque on the engine shaft 21 cannot be transmitted to the output end 5 through the first transmission group 41, and when the second connecting unit 12 is engaged with the first connecting unit 11, the torque on the engine shaft 21 is transmitted to the output end 5 through the first transmission group 41. Similarly, the disconnecting mechanism 43 can engage or separate the second transmission group 42 from the engine shaft 21, so that the torque on the engine shaft 21 can or cannot be transmitted to the output end through the second transmission group 42.

[0237] In this way, when the second connecting unit 12 is engaged with the first connecting unit 11, the disconnecting mechanism 43 disconnects the combination between the second transmission group 42 and the output end 5, so that the torque on the engine shaft 21 is transmitted to the output end 5 through the first transmission group 41; and when the disconnecting mechanism 43 controls the combination between the second transmission group 42 and the output end 5, the second connecting unit 12 is disconnected from the first connecting unit 11, so that the torque on the engine shaft 21 is transmitted to the output end 5 through the second transmission group 42, thereby realizing gear shifting through the first transmission group 41 or the second transmission group 42 with different transmission ratios.

[0238] In specific applications, the first transmission group 41 is connected with the first connecting unit 11 and the output end 5 respectively, so that when the second connecting unit 12 is engaged with the first connecting unit 11, the torque on the engine shaft 21 is transmitted to the output end 5 through the first transmission group 41.

[0239] Specifically, the second transmission group 42 is connected with the engine shaft 21 and the disconnecting mechanism 43 respectively, so that when the disconnecting mechanism 43 engages the second transmission group with the output end, the torque on the engine shaft 21 is transmitted to the output end 5 through the second transmission group 42.

[0240] It can be understood that the disconnecting mechanism 43 is arranged on the output end 5 and is used to control the engagement or separation of the second transmission group 42 with the output end 5.

[0241] As shown in FIG. 1, in some embodiments of the present application, the first transmission group 41 and the second transmission group 42 are arranged on the two sides of the bidirectional disconnecting mechanism 1 respectively.

[0242] In the embodiments of the present application, the first transmission group 41 and the second transmission group 42 are arranged on the two sides of the bidirectional disconnecting mechanism 1 respectively, so that the layout of the transmission system is more flexible.

[0243] It should be explained that the first transmission group 41, the bidirectional disconnecting mechanism 1 and the second transmission group 42 are arranged in the axial direction of the engine shaft 21, so that the bidirectional disconnecting mechanism 1 is arranged between the first transmission group 41 and the second transmission group 42, so that there is more space between the first transmission group 41 and the second transmission group 42, and other elements are arranged conveniently.

[0244] As shown in FIG. 1, in some embodiments of the present application, when the disconnecting mechanism 43 is a one-way clutch, the third gear 421 is fixedly connected with the engine shaft 21, the fourth gear 422 is sleeved on the rotating shaft 51, and the disconnecting mechanism 43 can selectively engage or separate the fourth gear 422 from the rotating shaft 51; when the disconnecting mechanism 43 controls the fourth gear 422 to engage with the rotating shaft 51, the second connecting unit 12 is disconnected from the first connecting unit 11.

[0245] In the embodiments of the present application, when the disconnecting mechanism 43 is a one-way clutch, the third gear 421 is fixedly connected with the engine shaft 21, the fourth gear 422 is sleeved on the rotating shaft 51, and the disconnecting mechanism 43 can selectively engage or separate the fourth gear 422 from the rotating shaft 51; when the disconnecting mechanism 43 controls the fourth gear 422 to engage with the rotating shaft 51, the second connecting unit 12 is disconnected from the first connecting unit 11. In this way, when the disconnecting mechanism 43 controls the fourth gear 422 to engage with the rotating shaft 51, the torque on the engine shaft 21 is transmitted to the rotating shaft 51 through the third gear 421 and the fourth gear 422, and then drives the vehicle to run through the differential 6; at this time, the second connecting unit 12 is disconnected from the first connecting unit 11, so that the rotating shaft 51 is not driven by the second gear 412 and the fourth gear 422 at the same time.

[0246] As shown in FIG. 1, in some embodiments of the present application, when the disconnecting mechanism 43 controls the fourth gear 422 to engage with the rotating shaft 51, the second connecting unit 12 can selectively engage or separate from the third connecting unit 13.

[0247] In the embodiments of the present application, when the disconnecting mechanism 43 controls the fourth gear 422 to engage with the rotating shaft 51, the second connecting unit 12 engages with the third connecting unit 13, and the torque on the engine shaft 21 is transmitted to the first motor shaft 32, at least for generating electricity; when the second connecting unit 12 is separated from the third connecting unit 13, the vehicle is in the condition of shifting or idling.

[0248] As shown in FIG. 1 and FIG. 5, in some embodiments of the present application, the first transmission group 41 includes a first gear 411 and a second gear 412, the first gear 411 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, and the second gear 412 is fixedly connected with the output end 5, and the first gear 411 is engaged with the second gear 412.

[0249] As shown in FIG. 1 and FIG. 5, in some embodiments of the present application, the second transmission group 42 includes a third gear 421 and a fourth gear 422, the third gear 421 is fixedly connected with the engine shaft 21, and the fourth gear 422 is sleeved on the output end 5, the third gear 421 is engaged with the fourth gear 422, and the disconnecting mechanism 43 selectively engages the fourth gear 422 with the output end 5; in the case that the second connecting unit 12 is engaged with the first connecting unit 11, the disconnecting mechanism 43 disconnects the engagement between the fourth gear 422 and the output end 5.

[0250] In the embodiments of the present application, the first gear 411 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, and the second gear 412 is fixedly connected with the output end 5, so that when the second connecting unit 12 is engaged with the first connecting unit 11, the torque of the engine 2 is transmitted to the output end 5 through the first gear 411 and the second gear 412; the third gear 421 is fixedly connected with the engine shaft 21, and the fourth gear 422 is sleeved on the output end 5, so that when the second connecting unit 12 is separated from the first connecting unit 11 and the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5, the torque of the engine 2 is transmitted to the output end 5 through the third gear 421 and the fourth gear 422, thereby realizing power transmission in different gears, so that the engine 2 can be in high-efficiency operation according to the actual working condition, and the fuel economy is improved.

[0251] Preferably, the disconnecting mechanism 43 is a one-way clutch, so that the fourth gear 422 and the output end 5 can be engaged or separated through a commonly used simple mechanism, the structure is simpler, and the cost is lower.

[0252] In specific applications, under one scheme of the present application, the transmission system has the following modes:

[0253] As shown in FIG. 6, in the energy recovery mode 1 (only power generation), the power transmission route is as follows: the engine 2→the second connecting unit 12→the third connecting unit 13→the first motor; in this mode, the second connecting unit 12 and the third connecting unit 13 in the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 separates the fourth gear 422 from the output end 5. At this time, the vehicle is in the neutral or braking state, and the energy of the engine 2 can be recovered.

[0254] As shown in Fig. 7, in the engine 2 direct drive mode 1 (when not generating electricity), the power transmission route is as follows: engine 2→second connecting unit 12→first connecting unit 11→first gear 411→second gear 412→output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 are engaged in the bidirectional disconnecting mechanism 1, and the disconnecting mechanism 43 separates the fourth gear 422 from the output end 5.

[0255] As shown in Fig. 8, in the engine 2 direct drive mode 2 (when not generating electricity), the power transmission route is as follows: engine 2→third gear 421→fourth gear 422→output end 5. In this mode, the second connecting unit 12 is separated from the first connecting unit 11 and the third connecting unit 13 in the bidirectional disconnecting mechanism 1, and the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5.

[0256] As shown in Fig. 9, in the engine 2 direct drive mode 3 (when generating electricity), the power transmission route is as follows: engine 2→second connecting unit 12→third connecting unit 13→first motor; at the same time, engine 2→third gear 421→fourth gear 422→output end 5. In this mode, the second connecting unit 12 and the third connecting unit 13 are engaged in the bidirectional disconnecting mechanism 1, and the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5.

[0257] As shown in Fig. 1, in some embodiments of the present application, the output end 5 includes a rotating shaft 51 and a fifth transmission group 52, the disconnecting mechanism 43 is arranged at one end of the rotating shaft 51 and selectively engages the second transmission group 42 with the rotating shaft 51; the fifth transmission group 52 is arranged in the middle of the axis of the rotating shaft 51 and is adapted to be connected to the differential 6.

[0258] In the embodiments of the present application, the output end 5 includes a rotating shaft 51 and a fifth transmission group 52, the disconnecting mechanism 43 is arranged at one end of the rotating shaft 51 and selectively engages the second transmission group 42 with the rotating shaft 51, so that the power of the engine 2 is transmitted to the rotating shaft 51 through the second transmission group 42 as needed, and then transmitted to the differential 6 through the fifth transmission group 52, realizing the driving of the vehicle.

[0259] It needs to be explained that the fourth gear 422 is sleeved on the rotating shaft 51, and a bearing is further arranged between the fourth gear 422 and the rotating shaft 51, so as to avoid that the fourth gear 422 is directly driven by the rotating shaft 51.

[0260] In specific applications, the disconnecting mechanism 43 and the fifth transmission group 52 are arranged in the axial direction of the rotating shaft 51, and the disconnecting mechanism 43 is arranged at one end of the rotating shaft 51, facilitating the formation of a position corresponding to the second transmission group 42.

[0261] As shown in FIG. 2 and FIG. 4, in some embodiments of the present application, when the disconnect mechanism 43 is a synchronizer or a bidirectional clutch, the second gear 412 is sleeved on the rotating shaft 51; the third gear 421 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, and the fourth gear 422 is sleeved on the rotating shaft 51; the disconnect mechanism 43 is arranged between the second gear 412 and the fourth gear 422 and can selectively engage or disengage the second gear 412 or the fourth gear 422 with the rotating shaft 51.

[0262] In the embodiments of the present application, when the disconnect mechanism 43 is a synchronizer or a bidirectional clutch, the second gear 412 is sleeved on the rotating shaft 51; the third gear 421 is sleeved on the engine shaft 21 and connected with the first connecting unit 11, and the fourth gear 422 is sleeved on the rotating shaft 51; the disconnect mechanism 43 is arranged between the second gear 412 and the fourth gear 422 and can selectively engage or disengage the second gear 412 or the fourth gear 422 with the rotating shaft 51. In this way, the gear shifting of the vehicle is realized through the bidirectional disconnect mechanism 1 and the disconnect mechanism 43, and different installation conditions can be adapted to the space layout in the vehicle.

[0263] It should be explained that in the scheme of the embodiments, the disconnect mechanism 43 is one of a bidirectional clutch or a synchronizer, which can be selected by those skilled in the art according to the needs, and the present application does not limit this.

[0264] In specific applications, the first connecting unit 11 is connected with the first transmission group 41 and the second transmission group 42, which can be at least partially fixedly connected, and the first connecting unit 11 is connected with the fixedly connected part, so that when the second connecting unit 12 is engaged with the first connecting unit 11, the power on the engine shaft 21 can be transmitted to the first transmission group 41 and the second transmission group 42 at the same time, and then the first transmission group 41 is engaged with the output end 5 or the second transmission group 42 is engaged with the output end 5 through the disconnect mechanism 43 to realize gear shifting.

[0265] As shown in FIG. 2, in some embodiments of the present application, when the disconnect mechanism 43 controls the engagement of the second gear 412 or the fourth gear 422 with the rotating shaft 51, the second connecting unit 12 is engaged with the first connecting unit 11.

[0266] In the embodiments of the present application, when the disconnect mechanism 43 controls the engagement of the second gear 412 or the fourth gear 422 with the rotating shaft 51, the second connecting unit 12 is engaged with the first connecting unit 11. In this way, the gear shifting of the vehicle is realized through the bidirectional disconnect mechanism 1 and the disconnect mechanism 43.

[0267] As shown in FIG. 2, in some embodiments of the present application, the first transmission group 41 and the second transmission group 42 are arranged on the same side of the bidirectional disconnect mechanism 1.

[0268] In the embodiment of the present application, by arranging the first transmission group 41 and the second transmission group 42 on the same side of the bidirectional disconnecting mechanism 1, the interior space is facilitated to be laid out, and the power transmission mode is more diversified.

[0269] Specifically, as shown in FIG. 2, the first transmission group 41 and the second transmission group 42 are at least partially fixedly connected, so that the first connecting unit 11 drives two transmission groups at a time, the structure is simpler, and the layout space is more compact.

[0270] As shown in FIGS. 2 and 4, in some embodiments of the present application, the first transmission group 41 includes a first gear 411 and a second gear 412, the first gear 411 is loosely sleeved on the output shaft 32 of the engine 3 and connected with the first connecting unit 11, the second gear 412 is loosely sleeved on the output end 5, and the first gear 411 is engaged with the second gear 412.

[0271] As shown in FIGS. 2 and 4, in some embodiments of the present application, the second transmission group 42 includes a third gear 421 and a fourth gear 422, the third gear 421 is loosely sleeved on the engine shaft 21 and connected with the first connecting unit 11, the fourth gear 422 is loosely sleeved on the output end 5, and the third gear 421 is engaged with the fourth gear 422; in the case where the second connecting unit 12 is engaged with the first connecting unit 11, the disconnecting mechanism 43 selectively engages the second gear 412 or the fourth gear 422 with the output end 5.

[0272] In the embodiment of the present application, the first gear 411 is loosely sleeved on the engine shaft 21 and connected with the first connecting unit 11, and the second gear 412 is loosely sleeved on the output end 5; the third gear 421 is fixedly connected with the engine shaft 21, and the fourth gear 422 is loosely sleeved on the output end 5; so that, when the second connecting unit 12 is engaged with the first connecting unit 11, the torque of the engine 2 is transmitted to the first gear 411 and the third gear 421 through the second connecting unit 12 and the first connecting unit 11, and when the disconnecting mechanism 43 engages the second gear 412 with the output end 5, the power is transmitted to the output end 5 through the second gear 412, and when the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5, the power is transmitted to the output end 5 through the fourth gear 422; so as to realize power transmission in different gears, so that the engine 2 can be in high-efficiency operation according to the actual working condition, and the fuel economy is improved.

[0273] Preferably, the disconnecting mechanism 43 is a synchronizer, so as to be able to realize engagement or separation of the second gear 412 or the fourth gear 422 with the output end 5 through a commonly used simple mechanism, the structure is simpler, and the cost is lower.

[0274] In a specific application, in another scheme of the present application, the transmission system has the following modes:

[0275] As shown in FIG. 15, in the energy recovery mode 2 (power generation only), the power transmission route is as follows: engine 2→second connecting unit 12→third connecting unit 13→first motor; in this mode, the second connecting unit 12 and the third connecting unit 13 of the bidirectional disconnecting mechanism 1 are engaged. At this time, the vehicle is in a neutral or braking state, and the energy of the engine 2 can be recovered.

[0276] As shown in FIG. 16, in the engine 2 direct drive mode 4, the power transmission route is as follows: engine 2→second connecting unit 12→first connecting unit 11→first gear 411→second gear 412→disconnecting mechanism 43 (synchronizer)→output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 of the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 engages the second gear 412 with the output end 5.

[0277] As shown in FIG. 17, in the engine 2 direct drive mode 5, the power transmission route is as follows: engine 2→second connecting unit 12→first connecting unit 11→third gear 421→fourth gear 422→disconnecting mechanism 43 (synchronizer)→output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 of the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5.

[0278] It should be explained that, as shown in FIG. 4, the first gear 411 is connected with the outer hub of the first connecting unit, so as to realize the connection between the first gear 411 and the first connecting unit, and the first gear 411 and the third gear 421 are directly fixedly connected, facilitating processing and assembly and reducing cost. The bearings 16 are arranged between the first gear 411 and the third gear 421 and the engine shaft 21, so as to avoid that the first gear 411 and the third gear 421 are directly driven by the output shaft 21.

[0279] As shown in FIG. 1 or FIG. 2, in some embodiments of the present application, the transmission system further comprises a third transmission group 31 arranged between the bidirectional disconnecting mechanism 1 and the first motor shaft 32, for transmitting the torque of the engine shaft 21 to the first motor shaft 32.

[0280] As shown in FIG. 1 or FIG. 2, in some embodiments of the present application, the third transmission group 31 comprises a fifth gear 311 and a sixth gear 312, the fifth gear 311 is sleeved on the engine shaft 21 and connected with the third connecting unit 13, the sixth gear 312 is fixedly connected with the first motor 3, and the fifth gear 311 and the sixth gear 312 are engaged.

[0281] In the embodiment of the present application, by setting the fifth gear 311 and the sixth gear 312, on the one hand, the power of the engine 2 is transmitted to the first motor 3 through the bidirectional disconnecting mechanism 1, and on the other hand, the space in the vehicle can be flexibly arranged, and the transmission ratio of the fifth gear 311 and the sixth gear 312 can be set to change the torque.

[0282] It should be explained that the fifth gear 311 is sleeved on the engine shaft 21, and a bearing is further arranged between the fifth gear 311 and the output shaft 21, so as to avoid that the fifth gear 311 is directly driven by the output shaft 21.

[0283] In a specific application, as shown in FIG. 4, the fifth gear 311 is connected with the third connecting unit outer hub 131, so as to realize the connection between the fifth gear 311 and the third connecting unit 13.

[0284] As shown in FIG. 1, in some embodiments of the present application, the transmission system further comprises a second motor shaft 72, which is connected with the output end 5 and used to output power to the output end 5.

[0285] In the embodiment of the present application, by setting the second motor shaft 72, the transmission system of the present application has multiple working modes, and the use of multiple working modes can optimize the best working point of the engine 2 in real time, improve fuel economy, and match the output mode of the second motor 7, which has strong power.

[0286] In an embodiment of the present application, the transmission system further comprises a second motor 7, which is connected with the second motor shaft 72.

[0287] In a specific application, the second motor 7 is coaxially connected with the second motor shaft 72 or is connected with the second motor shaft 72 through gear transmission, and a person skilled in the art can set it according to requirements, which is not limited in the present application.

[0288] It can be understood that the second motor 7 is a driving motor.

[0289] As shown in FIG. 2, in some embodiments of the present application, the transmission system further comprises a second motor shaft 72, which is adapted to be connected with a wheel end and used to output power to the wheel end.

[0290] In the embodiment of the present application, by setting the second motor shaft 72, the transmission system of the present application has multiple working modes, and the use of multiple working modes can optimize the best working point of the engine 2 in real time, improve fuel economy, and match the output mode of the second motor 7, which has strong power.

[0291] As shown in FIG. 2, in a specific application, a differential 6 is further arranged between the second motor shaft 72 and the wheel end, so as to facilitate the adjustment of the rotating speeds of different wheels.

[0292] As shown in FIG. 2, in some embodiments of the present application, the transmission system further comprises a fourth transmission group 71 arranged between the second motor shaft 72 and the output end 5 or between the second motor shaft 72 and the wheel end, for transmitting the torque of the second motor 7 to the output end 5 or the wheel end.

[0293] In the embodiments of the present application, by arranging the fourth transmission group 71 between the second motor shaft 72 and the output end 5 or the differential 6, the direct connection between the second motor 7 and the output end 5 is avoided, and the layout according to the space in the vehicle is facilitated, improving the flexibility.

[0294] In specific applications, under one scheme of the present application, the transmission system further has the following modes:

[0295] As shown in FIG. 10 or FIG. 18, in the direct drive mode of the second motor 7, the power transmission route is as follows: second motor 7→ fourth transmission group 71→ output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 and the third connecting unit 13 in the bidirectional disconnecting mechanism 1 are separated, and the disconnecting mechanism 43 separates the fourth gear 422 from the output end 5.

[0296] As shown in FIG. 11 or FIG. 19, in the hybrid series mode, the power transmission route is as follows: engine 2→ second connecting unit 12→ third connecting unit 13→ first motor; second motor 7→ fourth transmission group 71→ output end 5. In this mode, the second connecting unit 12 and the third connecting unit 13 in the bidirectional disconnecting mechanism 1 are engaged, realizing vehicle driving while the engine 2 drives the first motor 3 to generate electricity.

[0297] As shown in FIG. 12, in the hybrid parallel mode 1 (without electricity generation), the power transmission route is as follows: engine 2→ second connecting unit 12→ first connecting unit 11→ first gear 411→ second gear 412→ output end 5; second motor 7→ fourth transmission group 71→ output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 in the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 separates the fourth gear 422 from the output end 5.

[0298] As shown in FIG. 13, in the hybrid parallel mode 2 (without electricity generation), the power transmission route is as follows: engine 2→ third gear 421→ fourth gear 422→ output end 5; second motor 7→ fourth transmission group 71→ output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 and the third connecting unit 13 in the bidirectional disconnecting mechanism 1 are separated, and the disconnecting mechanism 43 engages the fourth gear 422 with the output end 5.

[0299] As shown in FIG. 14, in the hybrid parallel mode 3 (power generation), the power transmission route is as follows: engine 2→second connecting unit 12→third connecting unit 13→first motor; engine 2→third gear 421→fourth gear 422→output end 5; second motor 7→fourth transmission set 71→output end 5. In this mode, the second connecting unit 12 and the third connecting unit 13 of the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 engages the fourth gear 422 and the output end 5.

[0300] In another aspect of the present application, the transmission system has the following modes:

[0301] As shown in FIG. 20, in the hybrid parallel mode 4, the power transmission route is as follows: engine 2→second connecting unit 12→first connecting unit 11→first gear 411→second gear 412→disconnecting mechanism 43 (synchronizer)→output end 5; second motor 7→fourth transmission set 71→output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 of the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 engages the second gear 412 and the output end 5.

[0302] As shown in FIG. 21, in the hybrid parallel mode 5, the power transmission route is as follows: engine 2→second connecting unit 12→first connecting unit 11→third gear 421→fourth gear 422→disconnecting mechanism 43 (synchronizer)→output end 5; second motor 7→fourth transmission set 71→output end 5. In this mode, the second connecting unit 12 and the first connecting unit 11 of the bidirectional disconnecting mechanism 1 are engaged, and the disconnecting mechanism 43 engages the fourth gear 422 and the output end 5.

[0303] In some embodiments of the present application, a vehicle is also provided, which comprises the transmission system according to any one of the above embodiments.

[0304] In the embodiments of the present application, the transmission system comprises a bidirectional disconnecting mechanism 1, an engine shaft 21, a first motor shaft 32 and an output end 5, the bidirectional disconnecting mechanism 1 is connected with the engine shaft 21, the first motor shaft 32 and the output end 5 respectively, and the bidirectional disconnecting mechanism 1 is used to at least realize the engagement or separation of the engine shaft 21 and the first motor shaft 32; or, the engagement or separation of the engine shaft 21 and the output end 5; the first motor shaft 32 is a shaft for at least realizing power generation. In this way, the first motor shaft 32 can be engaged according to specific needs, avoiding that the engine shaft 21 always drags the first motor shaft 32, affecting the transmission efficiency and causing damage to the equipment.

[0305] Referring to FIG. 22, a structure diagram of the power system in an embodiment of the present application is shown; referring to FIG. 23, a structure diagram of the power system in another embodiment of the present application is shown; referring to FIG. 24, a structure diagram of the power system in yet another embodiment of the present application is shown; referring to FIG. 25, a structure diagram of the first clutch in an embodiment of the present application is shown; referring to FIG. 26, a structure diagram of the second clutch in an embodiment of the present application is shown; referring to FIG. 27, a structure diagram of the first clutch in another embodiment of the present application is shown; referring to FIG. 28, a structure diagram of the second clutch in another embodiment of the present application is shown; referring to FIG. 29, a structure diagram of the third clutch in an embodiment of the present application is shown; referring to FIG. 30, a structure diagram of the third clutch in an embodiment of the present application is shown.

[0306] As shown in FIGS. 22-24, the embodiment of the present application discloses a power system, which comprises a bidirectional on-off mechanism 50, a first shaft 11, a second shaft 21 and an output end 40, wherein the bidirectional on-off mechanism 50 is connected to the first shaft 11, the second shaft 21 and the output end 40, and the first shaft 11 is connected to the second shaft 21 and / or the output end 40 through the bidirectional on-off mechanism 50 in an on-off manner; wherein the first shaft 11 is a shaft connected to an engine 10, and the second shaft 21 is a shaft connected to a target motor, which is used for at least power generation.

[0307] As shown in FIGS. 22-24, the embodiment of the present application discloses a power system, which is a hybrid power system. That is, the power system comprises two or more power sources. Exemplarily, the power system comprises an engine 10, a first motor 20 and a second motor 30. The engine 10 has a first shaft 11, that is, the first shaft 11 is a shaft connected to the engine 10. The first motor 20 has a second shaft 21, that is, the second shaft 21 is a shaft connected to the first motor 20. The second motor 30 has a third shaft 31, that is, the third shaft 31 is a shaft connected to the second motor 30. Moreover, the power system has an output end 40, and the output end 40 has a fourth shaft 41, that is, the fourth shaft 41 is a shaft connected to the output end 40.

[0308] It should be noted that the target motor in the embodiment of the present application can be the first motor 20, and the first motor 20 has a second shaft 21, that is, the second shaft 21 is connected to the first motor 20. The first motor 20 can be used for power generation, that is, the first motor 20 is a generator.

[0309] As shown in FIGS. 22-24, the power system disclosed in the embodiments of the present application includes a bidirectional on-off mechanism 50, a first shaft 11, a second shaft 21 and an output end 40. The bidirectional on-off mechanism 50 is connected to the first shaft 11, and the bidirectional on-off mechanism 50 is connected to the second shaft 21 and / or the output end 40 in an on-off manner. That is, the bidirectional on-off mechanism 50 can be connected to the second shaft 21 only, and the connection between the bidirectional on-off mechanism 50 and the output end 40 is disconnected, so that the engine 10 is connected to the first motor 20, and the first motor 20 is driven by the engine 10. The bidirectional on-off mechanism 50 can be connected to the output end 40 only, and the connection between the bidirectional on-off mechanism 50 and the second shaft 21 is disconnected, so that the engine 10 is connected to the output end 40, and the output end 40 is driven by the engine 10. Of course, the bidirectional on-off mechanism 50 can be connected to the second shaft 21 and the output end 40, so that the engine 10 is connected to the first motor 20 and the output end 40, and the first motor 20 and the output end 40 are driven by the engine 40.

[0310] That is, the first shaft 11 can be connected to the second shaft 21 only through the bidirectional on-off mechanism 50, the first shaft 11 can be connected to the output end 40 only through the bidirectional on-off mechanism 50, and the first shaft 11 can be connected to the second shaft 21 and the output end 40 through the bidirectional on-off mechanism 50. During the operation of the power system, the second shaft 21 and / or the output end 40 can be driven by the first shaft 11 as needed, so as to avoid the loss of the power system and improve the transmission efficiency of the power system.

[0311] Optionally, as shown in FIG. 22, the bidirectional on-off mechanism 50 in the embodiments of the present application includes a first clutch 51. The first clutch 51 is arranged between the first shaft 11 and the second shaft 21, and the first clutch 51 is used to connect the first shaft 11 and the second shaft 21, or disconnect the connection between the first shaft 11 and the second shaft 21.

[0312] As shown in FIG. 22, the first shaft 11 is connected to the engine 10, and the second shaft 21 is connected to the first motor 20. The first clutch 51 is connected between the first shaft 11 and the second shaft 21, so as to control the on-off of the first shaft 11 and the second shaft 21 through the first clutch 51, thereby controlling the on-off of the engine 10 and the first motor 20.

[0313] In the embodiments of the present application, the first clutch 51 is arranged between the first shaft 11 and the second shaft 21, and the on-off of the first shaft 11 and the second shaft 21 is controlled through the first clutch 51, so that the engine 10 can be connected to the first motor 20 or not. This can avoid the loss of the power system and improve the transmission efficiency of the power system.

[0314] Optionally, as shown in FIG. 25 and FIG. 27, the first clutch 51 in the embodiment of the application comprises a first connecting member 511 and a first clutch member 512, wherein the first connecting member 511 is connected to the first shaft 11, and the first clutch member 512 is connected to the second shaft 21; the first connecting member 511 is selectively engaged with or disconnected from the first clutch member 512.

[0315] As shown in FIG. 25 and FIG. 27, the first clutch 51 in the embodiment of the application comprises a first connecting member 511 and a first clutch member 512. Wherein the first connecting member 511 is movably connected to the first shaft 11, and the first clutch member 512 is connected to the second shaft 21. When the first connecting member 511 is in a first position close to the first clutch member 512, the first connecting member 511 is engaged with the first clutch member 512, thereby connecting the first shaft 11 to the second shaft 21, and connecting the engine 10 to the first motor 20. When the first connecting member 511 is in a second position away from the first clutch member 512, the first connecting member 511 is disconnected from the first clutch member 512, and the first shaft 11 is disconnected from the second shaft 21, so that the engine 10 is no longer connected to the first motor 20.

[0316] When the engine 10 drives the first shaft 11 to rotate, the first connecting member 511 can be moved to the second position away from the first clutch member 512, and disconnected from the first clutch member 512. So that the engine 10 can only drive the output end 40, and no longer drive the second shaft 21, thereby avoiding the power system from being wasted, and improving the transmission efficiency of the power system.

[0317] Of course, when the engine 10 drives the first shaft 11 to rotate, the first connecting member 511 can also be moved to the first position close to the first clutch member 512, and connected to the first clutch member 512. So that the engine 10 can drive the second shaft 21, and also drive the output end 40.

[0318] Optionally, as shown in FIG. 25 and FIG. 27, the first clutch member 512 in the embodiment of the application comprises a first gear 61, and the first gear 61 is sleeved on the first shaft 11; along the axial direction of the first shaft 11, the first connecting member 511 is movably connected to the first shaft 11, so as to engage or disconnect the first gear 61 and the first shaft 11.

[0319] As shown in FIG. 25 and FIG. 27, in the embodiment of the present application, the first clutch 512 is a first gear 61, and the first gear 61 is sleeved on the first shaft 11. It should be noted that in the embodiment of the present application, the first gear 61 can be sleeved on the first shaft 11, and there is a gap between the first gear 61 and the first shaft 11. Alternatively, the first gear 61 is sleeved on the first shaft 11. Alternatively, the first gear 61 is sleeved on the first shaft 11, and a bearing is arranged between the first gear 61 and the first shaft 11 to reduce the friction between the first shaft 11 and the first gear 61.

[0320] As shown in FIG. 25 and FIG. 27, along the axial direction of the first shaft 11, the first connecting piece 511 is movably connected to the first shaft 11 to engage the first gear 61 and the first shaft 11, or disconnect the connection between the first gear 61 and the first shaft 11. For example, along the axial direction of the first shaft 11, the first connecting piece 511 is slidingly connected to the first shaft 11. For example, a groove is arranged on the first shaft 11, and a protrusion is arranged on the first connecting piece 511, and the protrusion is slidingly connected in the groove.

[0321] When the first connecting piece 511 is in the first position close to the first gear 61, the first connecting piece 511 is connected to the first gear 61, so that the first gear 61 can be engaged with the first shaft 11, thereby connecting the first shaft 11 to the second shaft 21, and connecting the engine 10 to the first motor 20.

[0322] When the first connecting piece 511 is in the second position away from the first gear 61, the first connecting piece 511 is no longer connected to the first gear 61, the first gear 61 is no longer engaged with the first shaft 11, the first shaft 11 is not connected to the second shaft 21, and the engine 10 is not connected to the first motor 20.

[0323] Optionally, as shown in FIG. 22, the power system disclosed in the embodiment of the present application further comprises a second gear 62, the second gear 62 is sleeved on the second shaft 21 and fixedly connected to the second shaft 21, and the second gear 62 is engaged with the first gear 61; when the first connecting piece 511 is engaged with the first gear 61, the first connecting piece 511 is in the first position close to the first gear 61, and when the first connecting piece 511 is disconnected from the first gear 61, the first connecting piece 511 is in the second position away from the first gear 61.

[0324] As shown in FIG. 22, the power system disclosed by the embodiment of the present application further comprises a second gear 62. The second gear 62 is sleeved on the second shaft 21 and fixedly connected to the second shaft 21. For example, the second gear 62 is sleeved on the second shaft 21 and in interference fit with the second shaft 21. Alternatively, the second gear 62 is sleeved on the second shaft 21 and in clearance fit with the second shaft 21, the first key groove is arranged on the second gear 62, the second key groove is arranged on the second shaft 21, one part of the flat key is clamped in the first key groove and the other part of the flat key is clamped in the second key groove, and the second gear 62 is fixedly connected to the second shaft 21 through the flat key.

[0325] The second gear 62 in the embodiment of the present application is engaged with the first gear 61. When the first connecting piece 511 is in the first position close to the first gear 61, the first connecting piece 511 is engaged with the first gear 61, thereby connecting the first gear 61 to the first shaft 11. The engine 10 rotates to drive the first shaft 11 to rotate, thereby driving the first gear 61 to rotate and further driving the second gear 62 to rotate, so as to drive the second shaft 21 to rotate and make the first motor 20 rotate.

[0326] When the first connecting piece 511 is in the second position away from the first gear 61, the first connecting piece 511 is disconnected from the first gear 61. That is, the first gear 61 is no longer connected to the first shaft 11. The engine 10 rotates to drive the first shaft 11 to rotate, but the first shaft 11 cannot drive the first gear 61 to rotate, and thus the second gear 62 cannot be driven to rotate. The second shaft 21 and the first motor 20 also cannot rotate.

[0327] Optionally, as shown in FIGS. 25 and 27, the power system disclosed by the embodiment of the present application further comprises a first driving assembly 80. The first driving assembly 80 is arranged on the side of the first connecting piece 511 away from the first gear 61, and the first driving assembly 80 is used to drive the first connecting piece 511 to engage with the first gear 61.

[0328] As shown in FIGS. 25 and 27, in the embodiment of the present application, the first driving assembly 80 is arranged on the side of the first connecting piece 511 away from the first gear 61, so that the first driving assembly 80 drives the first connecting piece 511 to move to the first position close to the first gear 61, thereby engaging with the first gear 61.

[0329] It should be noted that the first driving assembly 80 in the embodiment of the present application comprises any one of a hydraulic driving piece, an electromagnetic driving piece and a pneumatic driving piece.

[0330] The first driving assembly 80 in the embodiment of the present application can be a hydraulic driving piece, the first driving assembly 80 can be an electromagnetic driving piece, and the first driving assembly 80 can also be a pneumatic driving piece.

[0331] Of course, the first driving assembly 80 in the embodiments of the present application can also be other types of driving members. In the embodiments of the present application, the specific type of the first driving assembly 80 is not limited too much. In actual applications, the skilled in the art can select as needed.

[0332] Exemplarily, as shown in FIG. 27, when the first driving assembly 80 is a hydraulic driving member, the hydraulic driving member includes a cylinder, a piston and a push ring. The piston is movably connected to the inner wall of the cylinder, and the piston and the cylinder form a first chamber. The push ring is arranged between the piston and the first connecting member 511, one end of the push ring is fixedly connected to the side of the piston away from the first chamber, and the other end of the push ring is connected to the first connecting member 511.

[0333] When the first driving assembly drives the first connecting member 511 to move towards the direction close to the first gear 61, liquid medium is injected into the first chamber, the pressure of the first chamber is raised, and under the drive of the pressure, the piston moves towards the direction close to the first connecting member 511, the push ring moves towards the direction close to the first connecting member 511, and the push ring can push the first connecting member 511 to move towards the direction close to the first gear 61 until the first connecting member 511 reaches the first position close to the first gear 61 and is engaged with the first gear 61.

[0334] Optionally, as shown in FIG. 25 and FIG. 27, the power system disclosed in the embodiments of the present application further includes a first elastic member 100, the first elastic member 100 is arranged between the first connecting member 511 and the first gear 61, one end of the first elastic member 100 abuts against the first connecting member 511, and the other end of the first elastic member 100 abuts against the first gear 61, and the first elastic member 100 is used to generate elastic force along the axial direction of the first shaft 11 to act on the first connecting member 511.

[0335] In the embodiments of the present application, the first elastic member 100 is arranged between the first connecting member 511 and the first gear 61, one end of the first elastic member 100 abuts against the first connecting member 511, and the other end of the first elastic member 100 abuts against the first gear 61. Exemplarily, the first elastic member 100 can be a spring, the spring is arranged between the first connecting member 511 and the first gear 61, one end of the spring abuts against the first connecting member 511, and the other end of the spring abuts against the first gear 61.

[0336] When the first connecting member 511 is in the first position close to the first gear 61, the first elastic member 100 is compressed. When it is needed to disconnect the first connecting member 511 and the first gear 61, the first connecting member 511 needs to move towards the direction away from the first gear 61. At this time, the first driving assembly 80 no longer works, and the pressure in the first chamber decreases. The first elastic member 100 restores its shape, and the first elastic member 100 generates an elastic force along the first shaft 11 in the axial direction and acts on the first connecting member 511 to drive the first connecting member 511 to move towards the direction away from the first gear 61, so that the first connecting member 511 reaches the second position away from the first gear 61, and the first connecting member 511 is disconnected from the first gear 61.

[0337] Optionally, as shown in FIG. 22, the bidirectional on-off mechanism 50 in the embodiment of the application further comprises a second clutch 52 and a fourth shaft 41, the fourth shaft 41 being a shaft connected with the output end 40, wherein the second clutch 52 is arranged between the first shaft 11 and the fourth shaft 41, and the second clutch 52 is used to connect the first shaft 11 and the fourth shaft 41, or disconnect the connection between the first shaft 11 and the fourth shaft 41.

[0338] As shown in FIG. 22, the first shaft 11 in the embodiment of the application is connected with the engine 10, and the fourth shaft 41 is connected with the output end 40. The second clutch 52 is connected between the first shaft 11 and the fourth shaft 41, so as to control the on-off of the first shaft 11 and the fourth shaft 41 through the second clutch 52, thereby controlling the on-off of the engine 10 and the output end 40.

[0339] In the embodiment of the application, the second clutch 52 is arranged between the first shaft 11 and the fourth shaft 41, and the on-off of the first shaft 11 and the fourth shaft 41 is controlled through the second clutch 52, so that the engine 10 can be connected with the output end 40 or not connected with the output end 40. In this way, the loss of the power system is avoided, and the transmission efficiency of the power system is improved.

[0340] Optionally, as shown in FIG. 26 and FIG. 28, the second clutch 52 in the embodiment of the application comprises a second connecting member 521 and a second clutch member 522, wherein the second connecting member 521 is connected with the fourth shaft 41, and the second clutch member 522 is connected with the first shaft 11; the second connecting member 521 is selectively engaged with the second clutch member 522 or disconnected from the second clutch member 522.

[0341] As shown in FIG. 26 and FIG. 28, the second clutch 52 in the embodiment of the application comprises a second connecting member 521 and a second clutch member 522. The second connecting member 521 is movably connected to the fourth shaft 41, and the second clutch member 522 is connected to the first shaft 11. When the second connecting member 521 is in the third position close to the second clutch member 522, the second connecting member 521 is engaged with the second clutch member 522, thereby connecting the first shaft 11 to the fourth shaft 41 and the output end 40 of the engine 10. When the second connecting member 521 is in the fourth position away from the second clutch member 522, the second connecting member 521 is disconnected from the second clutch member 522, and the first shaft 11 is disconnected from the fourth shaft 41, so that the engine 10 no longer drives the output end 40.

[0342] When the engine 10 drives the first shaft 11 to rotate, the second connecting member 521 can be moved to the fourth position away from the second clutch member 522, and the second connecting member 521 is disconnected from the second clutch member 522. The engine 10 no longer drives the output end 40, thereby avoiding the power system from being wasted and improving the transmission efficiency of the power system.

[0343] Of course, when the engine 10 drives the first shaft 11 to rotate, the second connecting member 521 can also be moved to the third position close to the second clutch member 522, and the second connecting member 521 is connected to the second clutch member 522. The first shaft 11 is connected to the fourth shaft 41, so that the engine 10 drives the output end 40.

[0344] Alternatively, as shown in FIG. 22, the second clutch member 522 in the embodiment of the application comprises a third gear 71, and the third gear 71 is sleeved on the fourth shaft 41. The second connecting member 521 is movably connected to the fourth shaft 41 in the axial direction of the fourth shaft 41, so as to engage or disconnect the third gear 71 and the fourth shaft 41.

[0345] As shown in FIG. 22, in the embodiment of the application, the second clutch member 522 is set as the third gear 71, and the third gear 71 is sleeved on the fourth shaft 41. It should be noted that in the embodiment of the application, the third gear 71 can be sleeved on the fourth shaft 41, and there is a gap between the third gear 71 and the fourth shaft 41. Alternatively, the third gear 71 is loosely sleeved on the fourth shaft 41. Alternatively, the third gear 71 is sleeved on the fourth shaft 41, and a bearing is arranged between the third gear 71 and the fourth shaft 41, so as to reduce the friction between the fourth shaft 41 and the third gear 71 through the bearing.

[0346] As shown in FIG. 26 and FIG. 28, the second connecting piece 521 is movably connected to the fourth shaft 41 along the axial direction of the fourth shaft 41 to engage or disengage the third gear 71 and the fourth shaft 41. For example, the second connecting piece 521 is slidingly connected to the fourth shaft 41 along the axial direction of the fourth shaft 41. For example, a groove is formed on the fourth shaft 41, and a protrusion is formed on the second connecting piece 521, and the protrusion is slidingly connected to the groove.

[0347] When the second connecting piece 521 is in the third position close to the third gear 71, the second connecting piece 521 is connected to the third gear 71, so that the third gear 71 can be engaged with the fourth shaft 41, thereby connecting the fourth shaft 41 to the first shaft 11, and connecting the engine 10 to the output end 40.

[0348] When the second connecting piece 521 is in the fourth position away from the third gear 71, the second connecting piece 521 is no longer connected to the third gear 71, and the third gear 71 is no longer engaged with the fourth shaft 41, so that the first shaft 11 is not connected to the fourth shaft 41, and the engine 10 is not connected to the output end 40.

[0349] Optionally, as shown in FIG. 22, the power system disclosed in the embodiment of the application further comprises a fourth gear 72, which is sleeved on the first shaft 11 and fixedly connected to the first shaft 11, and the fourth gear 72 is engaged with the third gear 71. When the second connecting piece 521 is engaged with the third gear 71, the second connecting piece 521 is in the third position close to the third gear 71, and when the second connecting piece 521 is disengaged from the third gear 71, the second connecting piece 521 is in the fourth position away from the third gear 71.

[0350] As shown in FIG. 22, the power system disclosed in the embodiment of the application further comprises a fourth gear 72. The fourth gear 72 is sleeved on the first shaft 11 and fixedly connected to the first shaft 11. For example, the fourth gear 72 is sleeved on the first shaft 11 and has an interference fit with the first shaft 11. Alternatively, the fourth gear 72 is sleeved on the first shaft 11 and has a clearance fit with the first shaft 11. A first key groove is formed on the fourth gear 72, and a second key groove is formed on the first shaft 11. A part of a flat key is clamped in the first key groove, and another part of the flat key is clamped in the second key groove, so that the fourth gear 72 is fixedly connected to the first shaft 11 through the flat key.

[0351] The fourth gear 72 in the embodiment of the present application is engaged with the third gear 71. When the second connecting member 521 is in the third position close to the third gear 71, the second connecting member 521 is engaged with the third gear 71, thereby connecting the third gear 71 to the fourth shaft 41. The engine 10 rotates to drive the first shaft 11 to rotate, thereby driving the fourth gear 72 to rotate, and further driving the third gear 71 to rotate, so as to drive the fourth shaft 41 to rotate, and further drive the output end 40 to rotate.

[0352] When the second connecting member 521 is in the fourth position away from the third gear 71, the second connecting member 521 is disconnected from the third gear 71. That is, the third gear 61 is no longer connected to the fourth shaft 41. The engine 10 rotates to drive the first shaft 11 to rotate, thereby driving the fourth gear 72 to rotate, and further driving the third gear 71 to rotate. The third gear 73 is no longer connected to the fourth shaft 41, so the third gear 73 cannot drive the fourth shaft 41 to rotate, and the output end 40 cannot rotate.

[0353] Optionally, as shown in FIGS. 26 and 28, the power system disclosed in the embodiment of the present application further comprises a second driving assembly 90. The second driving assembly 90 is arranged on the side of the second connecting member 521 away from the third gear 71, and is used to drive the second connecting member 521 to engage with the third gear 71.

[0354] As shown in FIGS. 26 and 28, in the embodiment of the present application, the second driving assembly 90 is arranged on the side of the second connecting member 521 away from the third gear 71, so that the second driving assembly 90 drives the second connecting member 521 to move to the third position close to the third gear 71, thereby engaging with the third gear 71.

[0355] It should be noted that the second driving assembly 90 in the embodiment of the present application can also include any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

[0356] The second driving assembly 90 in the embodiment of the present application can be a hydraulic driving member, can be an electromagnetic driving member, or can be a pneumatic driving member.

[0357] Of course, the second driving assembly 90 in the embodiment of the present application can also be other types of driving members. In the embodiment of the present application, the specific type of the second driving assembly 90 is not limited too much. In actual application, a technician can select as needed.

[0358] Exemplarily, as shown in FIG. 28, when the second driving assembly 90 is a hydraulic driving member, the hydraulic driving member includes a cylinder, a piston and a push ring. The piston is movably connected to the inner wall of the cylinder, and the piston and the cylinder form a first chamber. The push ring is arranged between the piston and the second connecting member 521, and one end of the push ring is fixedly connected to the side of the piston away from the first chamber, and the other end of the push ring is connected to the second connecting member 521.

[0359] When the second driving assembly 90 drives the second connecting member 521 to move towards the direction close to the third gear 71, liquid medium is injected into the first chamber to increase the pressure of the first chamber. Under the driving of the pressure, the piston moves towards the direction close to the second connecting member 521, and the push ring moves towards the direction close to the second connecting member 521, and the push ring can push the second connecting member 521 to move towards the direction close to the third gear 71 until the second connecting member 521 reaches the third position close to the third gear 71 and is engaged with the third gear 71.

[0360] Optionally, as shown in FIG. 26 and FIG. 28, the power system disclosed in the embodiment of the present application further includes a second elastic member 110, which is arranged between the second connecting member 521 and the third gear 71, and one end of the second elastic member 110 abuts against the second connecting member 521 and the other end abuts against the third gear 71. The second elastic member 110 is used to generate elastic force along the fourth axis 41 to act on the second connecting member 521.

[0361] In the embodiment of the present application, the second elastic member 110 is arranged between the second connecting member 521 and the third gear 71, and one end of the second elastic member 110 abuts against the second connecting member 521 and the other end abuts against the third gear 71. Exemplarily, the second elastic member 110 can be a spring, which is arranged between the second connecting member 521 and the third gear 71, and one end of the spring abuts against the second connecting member 521 and the other end abuts against the third gear 71.

[0362] When the second connecting member 521 is in the third position close to the third gear 71, the second elastic member 110 is compressed. When it is needed to disconnect the second connecting member 521 and the third gear 71, the second connecting member 521 needs to move towards the direction away from the third gear 71. At this time, the second driving assembly 90 no longer works, and the pressure in the first chamber decreases. The second elastic member 110 restores its shape, and the second elastic member 110 generates elastic force along the fourth axis 41 to act on the second connecting member 521 to drive the second connecting member 521 to move towards the direction away from the third gear 71 and reach the fourth position away from the third gear 71, so that the second connecting member 521 is disconnected from the third gear 71.

[0363] Optionally, as shown in FIG. 23 and FIG. 24, the power system disclosed in the embodiments of the present application further comprises a fourth shaft 41, the fourth shaft 41 is a shaft connected with the output end 40, the bidirectional on-off mechanism 50 further comprises a third clutch 53, the third clutch 53 has oppositely arranged first side and second side; the first side is connected between the first shaft 11 and the second shaft 21, the first side is used for connecting the first shaft 11 and the second shaft 21, or disconnecting the connection between the first shaft 11 and the second shaft 21; the second side is connected between the first shaft 11 and the fourth shaft 41, the second side is used for connecting the first shaft 11 and the fourth shaft 41, or disconnecting the connection between the first shaft 11 and the fourth shaft 41.

[0364] As shown in FIG. 23 and FIG. 24, the power system disclosed in the embodiments of the present application comprises an engine 10, a first motor 20 and an output end 40. Wherein, the first shaft 11 is connected with the engine 10, the second shaft 21 is connected with the first motor 20, and the fourth shaft 41 is connected with the output end 40. The third clutch 53 is a double-end clutch, and the third clutch 53 has oppositely arranged first side and second side. The first side of the third clutch 53 is connected between the first shaft 11 and the second shaft 21, so as to control the on-off of the engine 10 and the first motor 20 through the first side of the third clutch 53. The second side of the third clutch 53 is connected between the first shaft 11 and the fourth shaft 41, so as to control the on-off of the engine 10 and the output end 40 through the second side of the third clutch 53.

[0365] In the embodiments of the present application, the first side of the third clutch 53 is arranged between the first shaft 11 and the second shaft 21, and the on-off of the first shaft 11 and the second shaft 21 is controlled through the first side of the third clutch 53, so that the engine 10 can be connected with the first motor 20, or can no longer be connected with the first motor 20. In this way, the power system can avoid loss and improve the transmission efficiency of the power system.

[0366] Further, the second side of the third clutch 53 is arranged between the first shaft 11 and the fourth shaft 41, and the on-off of the first shaft 11 and the fourth shaft 41 is controlled through the second side of the third clutch 53, so that the engine 10 can be connected with the output end 40, or can no longer be connected with the output end 40. In this way, the power system can avoid loss and improve the transmission efficiency of the power system.

[0367] Optionally, as shown in FIG. 29 and FIG. 30, the first side of the third clutch 53 comprises a third connecting piece 531 and a third clutch piece 532, the third connecting piece 531 is connected with the first shaft 11, and the third clutch piece 532 is connected with the second shaft 21; the third connecting piece 531 is selectively engaged with the third clutch piece 532, or is disconnected with the third clutch piece 532.

[0368] As shown in FIG. 29 and FIG. 30, the first side of the third clutch 53 in the embodiment of the application comprises a third connecting piece 531 and a third clutch piece 532. The third connecting piece 531 is movably connected to the first shaft 11, and the third clutch piece 532 is connected to the second shaft 21. When the third connecting piece 531 is in the fifth position close to the third clutch piece 532, the third connecting piece 531 is engaged with the third clutch piece 532, thereby connecting the first shaft 11 to the second shaft 21, and connecting the engine 10 to the first motor 20. When the third connecting piece 531 is in the seventh position away from the third clutch piece 532, the third connecting piece 531 is disconnected from the third clutch piece 532, and the first shaft 11 is disconnected from the second shaft 21, so that the engine 10 no longer drives the first motor 20.

[0369] When the engine 10 drives the first shaft 11 to rotate, the third connecting piece 531 can move to the seventh position away from the third clutch piece 532, and be disconnected from the third clutch piece 532. Thus, the engine 10 can only drive the output end 40, and no longer drive the second shaft 21, thereby avoiding the power system from being wasted, and improving the transmission efficiency of the power system.

[0370] Of course, when the engine 10 drives the first shaft 11 to rotate, the third connecting piece 531 can also move to the fifth position close to the third clutch piece 532, and be connected to the third clutch piece 532. Thus, the engine 10 can drive the second shaft 21, and also drive the output end 40.

[0371] Optionally, as shown in FIG. 23 and FIG. 24, the third clutch piece 532 in the embodiment of the application comprises a fifth gear 121, the fifth gear 121 is sleeved on the first shaft 11, and the fifth gear 121 is adapted to be connected to the second shaft 21. The third connecting piece 531 is movably connected to the first shaft 11 in the axial direction of the first shaft 11, so as to engage the fifth gear 121 and the first shaft 11, or disconnect the fifth gear 121 and the first shaft 11.

[0372] As shown in FIG. 23 and FIG. 24, in the embodiment of the application, the third clutch piece 532 is set as the fifth gear 121, the fifth gear 121 is sleeved on the first shaft 11, and the fifth gear 121 is connected to the second shaft 21. It should be noted that in the embodiment of the application, the fifth gear 121 can be sleeved on the first shaft 11, and there is a gap between the fifth gear 121 and the first shaft 11. Alternatively, the fifth gear 121 is loosely sleeved on the first shaft 11. Alternatively, the fifth gear 121 is sleeved on the first shaft 11, and a bearing is arranged between the fifth gear 121 and the first shaft 11, so as to reduce the friction between the first shaft 11 and the fifth gear 121 through the bearing.

[0373] As shown in FIG. 23 and FIG. 24, the third connecting piece 531 is movably connected to the first shaft 11 in the axial direction of the first shaft 11 to engage or disengage the fifth gear 121 and the first shaft 11. For example, the third connecting piece 531 is slidingly connected to the first shaft 11 in the axial direction of the first shaft 11. For example, a groove is provided on the first shaft 11 and a protrusion is provided on the third connecting piece 531, and the protrusion is slidingly connected in the groove.

[0374] When the third connecting piece 531 is in the fifth position close to the fifth gear 121, the third connecting piece 531 is connected to the fifth gear 121, so that the fifth gear 121 can be engaged with the first shaft 11, thereby connecting the first shaft 11 to the second shaft 21, so that the engine 10 is connected to the first motor 20.

[0375] When the third connecting piece 531 is in the seventh position away from the fifth gear 121, the third connecting piece 531 is no longer connected to the fifth gear 121, the fifth gear 121 is no longer engaged with the first shaft 11, the first shaft 11 is not connected to the second shaft 21, and the engine 10 is not connected to the first motor 20.

[0376] Optionally, as shown in FIG. 23 and FIG. 24, the power system disclosed in the embodiment of the application further comprises a sixth gear 122, the sixth gear 122 is sleeved on the second shaft 21 and fixedly connected to the second shaft 21, and the sixth gear 122 is engaged with the fifth gear 121.

[0377] As shown in FIG. 2 and FIG. 3, the power system disclosed in the embodiment of the application further comprises a sixth gear 122. The sixth gear 122 is sleeved on the second shaft 21 and fixedly connected to the second shaft 21. For example, the sixth gear 122 is sleeved on the second shaft 21 and has an interference fit with the second shaft 21. Alternatively, the sixth gear 122 is sleeved on the second shaft 21 and has a clearance fit with the second shaft 21, a first key groove is provided on the sixth gear 122, a second key groove is provided on the second shaft 21, a part of a flat key is clamped in the first key groove and another part of the flat key is clamped in the second key groove, and the sixth gear 122 is fixedly connected to the second shaft 21 by the flat key.

[0378] The sixth gear 122 in the embodiment of the application is engaged with the fifth gear 121. When the third connecting piece 531 is in the fifth position close to the fifth gear 121, the third connecting piece 531 is engaged with the fifth gear 121, thereby connecting the fifth gear 121 to the first shaft 11, rotating the engine 10 to drive the first shaft 11 to rotate, thereby driving the fifth gear 121 to rotate, further driving the sixth gear 122 to rotate, and driving the second shaft 21 to rotate to drive the first motor 20 to rotate.

[0379] When the third connecting member 531 is in the seventh position away from the fifth gear 121, the third connecting member 531 is disconnected from the fifth gear 121. That is, the fifth gear 121 is no longer connected to the first shaft 11. When the engine 10 rotates to drive the first shaft 11 to rotate, the first shaft 11 will not drive the fifth gear 121 to rotate, and thus will not drive the sixth gear 122 to rotate. The second shaft 21 and the first motor 20 will not rotate.

[0380] Optionally, as shown in FIGS. 29 and 30, the second side of the third clutch 53 comprises a fourth connecting member 533 connected to the first shaft 11 and a fourth clutch member 534 connected to the fourth shaft 41. The fourth connecting member 533 is selectively engaged with or disconnected from the fourth clutch member 534.

[0381] As shown in FIGS. 29 and 30, the second side of the third clutch 53 in the embodiment of the application comprises a fourth connecting member 533 and a fourth clutch member 534. The fourth connecting member 533 is movably connected to the first shaft 11, and the fourth clutch member 534 is connected to the fourth shaft 41. When the fourth connecting member 533 is in the sixth position close to the fourth clutch member 534, the fourth connecting member 533 is engaged with the fourth clutch member 534, thereby connecting the first shaft 11 to the fourth shaft 41 and enabling the engine 10 to drive the output end 40. When the fourth connecting member 533 is in the seventh position away from the fourth clutch member 534, the fourth connecting member 533 is disconnected from the fourth clutch member 534, and the first shaft 11 is disconnected from the output end 40, so that the engine 10 no longer drives the output end 40.

[0382] When the engine 10 drives the first shaft 11 to rotate, the fourth connecting member 533 can be moved to the seventh position away from the fourth clutch member 534 to disconnect the fourth connecting member 533 from the fourth clutch member 534. This enables the engine 10 to no longer drive the output end 40, thereby avoiding power loss in the power system and improving the transmission efficiency of the power system.

[0383] Of course, when the engine 10 drives the first shaft 11 to rotate, the fourth connecting member 533 can also be moved to the sixth position close to the fourth clutch member 534, and the fourth connecting member 533 is connected to the fourth clutch member 534, so that the engine 10 can drive the output end 41.

[0384] Optionally, as shown in FIGS. 23 and 24, the fourth clutch member 534 in the embodiment of the application comprises a seventh gear 131 sleeved on the first shaft 11 and adapted to be connected to the fourth shaft 41. The fourth connecting member 533 is movably connected to the first shaft 11 in the axial direction of the first shaft 11 to engage or disconnect the seventh gear 131 and the first shaft 11.

[0385] As shown in FIG. 23 and FIG. 24, in the embodiment of the present application, the fourth clutch member 534 is set as the seventh gear 131, the seventh gear 131 is sleeved on the first shaft 11, and the seventh gear 131 is connected to the fourth shaft 41. It should be noted that in the embodiment of the present application, the seventh gear 131 can be sleeved on the first shaft 11, and there is a gap between the seventh gear 131 and the first shaft 11. Alternatively, the seventh gear 131 is sleeved on the first shaft 11. Alternatively, the seventh gear 131 is sleeved on the first shaft 11, and a bearing is arranged between the seventh gear 131 and the first shaft 11 to reduce the friction between the first shaft 11 and the seventh gear 131 through the bearing.

[0386] As shown in FIG. 23 and FIG. 24, along the axial direction of the first shaft 11, the fourth connecting member 533 is movably connected to the first shaft 11 to engage the seventh gear 131 and the first shaft 11, or disconnect the connection between the seventh gear 131 and the first shaft 11. For example, the fourth connecting member 533 is slidingly connected to the first shaft 11 along the axial direction of the first shaft 11. For example, a groove is arranged on the first shaft 11, a protrusion is arranged on the fourth connecting member 533, and the protrusion is slidingly connected in the groove.

[0387] When the fourth connecting member 533 is in the sixth position close to the seventh gear 131, the fourth connecting member 533 is connected to the seventh gear 131, so that the seventh gear 131 can be engaged with the first shaft 11, thereby connecting the first shaft 11 to the fourth shaft 41, and the engine 10 can drive the output end 40.

[0388] When the fourth connecting member 533 is in the seventh position away from the seventh gear 131, the fourth connecting member 533 is no longer connected to the seventh gear 131, the seventh gear 131 is no longer engaged with the first shaft 11, the first shaft 11 is not connected to the fourth shaft 41, and the engine 10 no longer drives the output end 40.

[0389] Optionally, as shown in FIG. 23 and FIG. 24, the power system disclosed in the embodiment of the present application further comprises an eighth gear 132, the eighth gear 132 is sleeved on the fourth shaft 41 and fixedly connected to the fourth shaft 41, and the eighth gear 132 is engaged with the seventh gear 131.

[0390] As shown in FIG. 23 and FIG. 24, the power system disclosed in the embodiments of the present application further comprises an eighth gear 132. The eighth gear 132 is sleeved on the fourth shaft 41 and fixedly connected to the fourth shaft 41. For example, the eighth gear 132 is sleeved on the fourth shaft 41 and in interference fit with the fourth shaft 41. Alternatively, the eighth gear 132 is sleeved on the fourth shaft 41 and in clearance fit with the fourth shaft 41, a first key groove is arranged on the eighth gear 132, a second key groove is arranged on the fourth shaft 41, a part of a flat key is clamped in the first key groove and another part of the flat key is clamped in the second key groove, and the eighth gear 132 is fixedly connected to the fourth shaft 41 through the flat key.

[0391] The eighth gear 132 in the embodiments of the present application is engaged with the seventh gear 131. When the fourth connecting piece 533 is in the sixth position close to the seventh gear 131, the fourth connecting piece 533 is engaged with the seventh gear 131, thereby connecting the seventh gear 131 to the first shaft 11. The engine 10 rotates to drive the first shaft 11 to rotate, thereby driving the seventh gear 131 to rotate, further driving the eighth gear 132 to rotate, so as to drive the fourth shaft 41 to rotate and drive the output end 40 to rotate.

[0392] When the fourth connecting piece 533 is in the seventh position away from the seventh gear 131, the fourth connecting piece 533 is disconnected from the seventh gear 131. That is, the seventh gear 131 is no longer connected to the first shaft 11. The engine 10 rotates to drive the first shaft 11 to rotate, but the first shaft 11 cannot drive the seventh gear 111 to rotate, and thus the eighth gear 132 cannot be driven to rotate. The fourth shaft 41 and the output end 40 cannot rotate.

[0393] Optionally, as shown in FIG. 29 and FIG. 30, the third clutch 53 in the embodiments of the present application further comprises a fifth connecting piece 535, the fifth connecting piece 535 is arranged between the third connecting piece 531 and the fourth connecting piece 533, and the fifth connecting piece 535 is movably connected to the first shaft 11; the fifth connecting piece 535 is engaged with the third connecting piece 531, or the fifth connecting piece 535 is engaged with the fourth connecting piece 533.

[0394] As shown in FIG. 29 and FIG. 30, the third clutch 53 in the embodiments of the present application comprises a third connecting piece 531, a fourth connecting piece 533 and a fifth connecting piece 535. The third connecting piece 531, the fourth connecting piece 533 and the fifth connecting piece 535 are movably connected to the first shaft 11, and the fifth connecting piece 535 is located between the third connecting piece 531 and the fourth connecting piece 533. For example, a recess is arranged on the first shaft 11, and a protrusion is arranged on each of the third connecting piece 531, the fourth connecting piece 533 and the fifth connecting piece 535, and the protrusions are slidably connected to the recess.

[0395] In the embodiment, the fifth connecting member 535 is movably connected to the first shaft 11, and the fifth connecting member 535 can be engaged with the third connecting member 531, so that the third connecting member 531 can be connected to the fifth gear 121. The fifth connecting member 535 can also be engaged with the fourth connecting member 533, so that the fourth connecting member 533 can be connected to the seventh gear 131.

[0396] When the fifth connecting member 535 is in the fifth position close to the third connecting member 531, the fifth connecting member 535 is engaged with the third connecting member 531, that is, the fifth connecting member 535 is engaged with the fifth gear 121. The first side of the third clutch 53 can be connected to the first shaft 11 and the second shaft 21, and the engine 10 can drive the first motor 20.

[0397] When the fifth connecting member 535 is in the sixth position close to the fourth connecting member 533, the fifth connecting member 535 is engaged with the fourth connecting member 533, that is, the fifth connecting member 535 is engaged with the seventh gear 131. The second side of the third clutch 53 can be connected to the first shaft 11 and the fourth shaft 41, and the engine 10 can drive the output end 40.

[0398] When the fifth connecting member 535 is in the seventh position neither close to the third connecting member 531 nor close to the fourth connecting member 533, the fifth connecting member 535 is not engaged with the third connecting member 531 nor the fourth connecting member 533. That is, the fifth connecting member 535 is disconnected from the fifth gear 121 and the seventh gear 131, and the third clutch 53 does not work. At this time, the engine 10 does not drive the first motor 20 nor the output end 40.

[0399] Optionally, as shown in FIG. 24, one seventh gear 131 and a corresponding eighth gear 132 in the embodiment form a first gear set 130; the first gear set 130 includes multiple sets, and the transmission ratios of the multiple sets of first gear sets 130 are different.

[0400] As shown in FIG. 3, in the embodiment, the first gear set 130 can be provided in multiple sets, and the transmission ratios of the multiple sets of first gear sets 130 are different, so that the first shaft 11 and the fourth shaft 41 are connected by the first gear sets 130 with different transmission ratios, so that the output end 40 can have different rotational speeds under the condition that the rotational speed of the engine 10 is unchanged.

[0401] For example, the first gear set 130 can include two sets, and the first gear set 130 can include three sets. In the embodiment, the specific number of the first gear set 130 is not limited too much. In actual application, the skilled in the art can set as needed.

[0402] Optionally, as shown in FIG. 24, the fifth gear 121 and the corresponding sixth gear 122 in the embodiment of the application constitute a second gear set 120, and the second gear set 120 and the plurality of first gear sets 130 are arranged at intervals along the axial direction of the first shaft 11.

[0403] As shown in FIG. 24, the fifth gear 121 and the corresponding sixth gear 122 in the embodiment of the application constitute a second gear set 120. Along the axial direction of the first shaft 11, the second gear set 120 and the plurality of first gear sets 130 can be arranged at intervals, so that the power system is more reasonable in arrangement, and the power system occupies less space.

[0404] Optionally, as shown in FIG. 24, the third clutch 53 in the embodiment of the application is arranged between the second gear set 120 and the first gear set 130 adjacent to the second gear set 120.

[0405] In the embodiment of the application, the third clutch 53 is arranged between the second gear set 120 and the first gear set 130 adjacent to the second gear set 120, so that one side of the third clutch 53 can be engaged with the second gear set 120, and the other side of the third clutch 53 can be engaged between the first gear set 130 adjacent to the second gear set 120.

[0406] Optionally, as shown in FIG. 24, the first gear set 130 in the embodiment of the application includes a plurality of groups, and the power system further includes a synchronizer 140 connected to the fourth shaft 41 and located between the adjacent two first gear sets 130.

[0407] In the embodiment of the application, a plurality of first gear sets 130 with different transmission ratios can be connected between the first shaft 11 and the fourth shaft 41. The synchronizer 140 is arranged between the adjacent two first gear sets 130, and the synchronizer 140 is engaged with one of the first gear sets 130, so that the first gear set 130 is drivingly connected between the first shaft 11 and the fourth shaft 41. Through the plurality of first gear sets 130 and the synchronizer 140, the rotational speed of the fourth shaft 41 can be adjusted, so that the output end 40 has different rotational speeds in different working modes.

[0408] Optionally, as shown in FIGS. 22-24, the power system in the embodiment of the application further includes a third shaft 31 and a fourth shaft 41, the third shaft 31 is a shaft connected with the second motor 30, the fourth shaft 41 is a shaft connected with the output end 40, and the third shaft 31 and the fourth shaft 41 are coaxial or gear-driven.

[0409] As shown in FIGS. 22-24, the power system disclosed in the embodiments of the present application further comprises a second motor 30, a third shaft 31 connected to the second motor 30, and a fourth shaft 41 connected to the output end 40. The third shaft 31 and the fourth shaft 41 are coaxially arranged, or the third shaft 31 is connected to the fourth shaft 41 through a gear transmission, so as to drive the output end 40 through the second motor 30.

[0410] It should be noted that the first motor 20 in the embodiments of the present application can be a generator, and the second motor 40 can be a driving motor.

[0411] Optionally, as shown in FIGS. 22-24, the power system disclosed in the embodiments of the present application further comprises a differential 150, and the fourth shaft 41 comprises a plurality of shafts. The differential 150 is connected between adjacent fourth shafts 41, so as to adjust the rotation speed between adjacent fourth shafts 41 through the differential 150, so that adjacent fourth shafts 41 have different rotation speeds, thereby making adjacent wheels have different rotation speeds.

[0412] The embodiments of the present application further disclose a vehicle comprising the power system described in the above embodiments.

[0413] Referring to FIG. 31, a structure schematic diagram of the first clutch in the embodiments of the present application is shown; referring to FIG. 2, a structure schematic diagram of the power system in the embodiments of the present application is shown; referring to FIG. 3, a structure schematic diagram of the power system in the embodiments of the present application is shown; and referring to FIG. 4, a structure schematic diagram of the power system in the embodiments of the present application is shown.

[0414] In the existing hybrid vehicle power system, the engine is directly connected to the generator. When the generator drives the wheels, the engine will also drag the generator to rotate. Conversely, the rotation of the generator will also drag the engine to rotate. This connection belongs to "hard connection", which will cause unnecessary loss of the hybrid vehicle power system and affect the transmission efficiency of the hybrid vehicle power system.

[0415] As shown in FIGS. 31-34, the embodiments of the present application disclose a power system, which comprises a first shaft 51 connected to an engine 50; a first motor rotor 61, which is a rotor of a first motor 60, the first motor 60 being used at least for power generation; and a first clutch 120 arranged between the first shaft 51 and the first motor rotor 61, and used for coupling or decoupling the first shaft 51 and the first motor rotor 61.

[0416] It should be noted that the power system disclosed in the embodiments of the present application belongs to a hybrid power system. That is, the power system includes two or more power sources. Exemplarily, the power system includes an engine 50, a first motor 60 and a second motor 100. Among them, the first shaft 51 is connected to the engine 50, the first motor rotor 61 is connected to the first motor 60, and the third shaft 101 is connected to the second motor 100.

[0417] As shown in FIGS. 31-34, the power system disclosed in the embodiments of the present application includes a first shaft 51, a first motor rotor 61 and a first clutch 120. Among them, the first clutch 120 is connected between the first shaft 51 and the first motor rotor 61, so as to control the on-off of the first shaft 51 and the first motor rotor 61 through the first clutch 120, thereby controlling the on-off of the engine 50 and the first motor 60. That is, the first clutch 120 can couple the first shaft 51 to the first motor rotor 61, so that the engine 50 can be connected to the first motor 60. The first clutch 120 can also decouple the first shaft 51 from the first motor rotor 61, so that the engine 50 is no longer connected to the first motor 60.

[0418] When the engine 50 drives the first shaft 51 to rotate, the first clutch 120 can decouple the first motor rotor 61 and the first shaft 51, so that the engine 50 can only drive the output end 90 and no longer drive the first motor rotor 61, thereby avoiding the power system from being damaged and improving the transmission efficiency of the power system.

[0419] Exemplarily, the first motor 60 in the embodiments of the present application can be a generator, which can be used for power generation.

[0420] Optionally, the first clutch 120 in the embodiments of the present application includes a rotor assembly 10 and a connecting piece 20, the rotor assembly 10 is connected to the first motor rotor 61, the connecting piece 20 is connected to the first shaft 51, and the connecting piece 20 is movable relative to the rotor assembly 10 to engage the rotor assembly 10 or disconnect from the rotor assembly 10.

[0421] As shown in FIG. 31, the first clutch 120 in the embodiments of the present application includes a rotor assembly 10 and a connecting piece 20, wherein the rotor assembly 10 is connected to the first motor rotor 61, the connecting piece 20 is connected to the first shaft 51, and the connecting piece 20 is movable relative to the rotor assembly 10. When the connecting piece 20 is in a first position close to the rotor assembly 10, the connecting piece 20 is engaged with the rotor assembly 10, thereby connecting the engine 50 to the first motor 60. When the connecting piece 20 is in a second position away from the rotor assembly 10, the connecting piece 20 is disconnected from the rotor assembly 10, and the engine 50 is disconnected from the first motor 60.

[0422] Exemplarily, as shown in FIG. 1, the engine 50 has a first shaft 51, and the first motor 60 has a first motor rotor 61. The connecting piece 20 and the rotor assembly 10 are sleeved on the first shaft 51. In the circumferential direction of the first shaft 51, the connecting piece 20 is fixedly connected to the first shaft 51. In the axial direction of the first shaft 51, the connecting piece 20 is movably connected to the first shaft 51. The inner wall of the rotor assembly 10 is in clearance fit with the first shaft 51. It can also be understood that the rotor assembly 10 is sleeved on the first shaft 51, and the outer wall of the rotor assembly 10 is engaged with the first motor rotor 61.

[0423] When the connecting piece 20 is in the first position close to the rotor assembly 10 and is engaged with the rotor assembly 10, the engine 50 can drive the first shaft 51 to rotate when the engine 50 drives the output end 90. The first shaft 51 can drive the connecting piece 20 to rotate. The connecting piece 20 is engaged with the rotor assembly 10, and the connecting piece 20 can drive the rotor assembly 10 to rotate. The rotor assembly 10 is engaged with the first motor rotor 61, and the first motor rotor 61 can drive the first motor 60 to rotate.

[0424] When the connecting piece 20 is in the second position away from the rotor assembly 10 and is disconnected from the rotor assembly 10, the engine 50 can drive the first shaft 51 to rotate when the engine 50 drives the output end 90. The first shaft 51 can drive the connecting piece 20 to rotate. However, the connecting piece 20 is disconnected from the rotor assembly 10, so the connecting piece 20 cannot drive the rotor assembly 10 to rotate. The rotor assembly 10 no longer drives the first motor rotor 61 to rotate, and the first motor 60 also does not rotate.

[0425] It should be noted that in the embodiments of the present application, in the circumferential direction of the first shaft 51, the connecting piece 20 is fixedly connected to the first shaft 51, that is, the first shaft 51 rotates to drive the connecting piece 20 to rotate. In the axial direction of the first shaft 51, the connecting piece 20 is movably connected to the first shaft 51. It can be understood that the connecting piece 20 can move in the axial direction of the first shaft 51. Exemplarily, in the axial direction of the first shaft 51, the connecting piece 20 is slidingly connected to the circumferential wall of the first shaft 51.

[0426] Exemplarily, the engine 50 has a first shaft 51, and the connecting piece 20 is sleeved on the first shaft 51. In the circumferential direction of the first shaft 51, the connecting piece 20 is fixedly connected to the circumferential wall of the first shaft 51. In the axial direction of the first shaft 51, the connecting piece 20 is slidingly connected to the circumferential wall of the first shaft 51. The rotor assembly 10 is also sleeved on the first shaft 51 and is spaced apart from the connecting piece 20. In the axial direction of the first shaft 51, the connecting piece 20 can be slid to the first position close to the rotor assembly 10 or to the second position away from the rotor assembly 10.

[0427] The power system disclosed in the application comprises a first shaft 51, a first motor rotor 61 and a first clutch 120, the first clutch 120 comprises a rotor assembly 10 and a connecting piece 20, the rotor assembly 10 is connected to the first motor rotor 61, and the connecting piece 20 is movably connected to the first shaft 51 to engage the rotor assembly 10 or be disconnected from the rotor assembly 10. When the engine 50 drives the first shaft 51 to rotate, the connecting piece 20 can be moved to a position away from the rotor assembly 10 to be disconnected from the rotor assembly 10. The engine 50 can drive the output end 90 only, and no longer drive the first motor rotor 61, so as to avoid the power system from being damaged and improve the transmission efficiency of the power system.

[0428] Of course, when the engine 50 drives the output end 90, the connecting piece 20 can also be moved to a first position close to the rotor assembly 10 to engage the rotor assembly 10. The engine 50 can not only drive the second shaft 91, but also drive the first motor 60.

[0429] Optionally, as shown in FIG. 31, in the embodiment of the application, the side of the connecting piece 20 close to the rotor assembly 10 is provided with a first clamping part 21, and the side of the rotor assembly 10 close to the connecting piece 20 is provided with a second clamping part 11; when the connecting piece 20 is in the first position, the first clamping part 21 is clamped to the second clamping part 11, and when the connecting piece 20 is in the second position, the first clamping part 11 is disconnected from the second clamping part 21.

[0430] As shown in FIG. 31, in the embodiment of the application, the side of the connecting piece 20 close to the rotor assembly 10 is provided with a first clamping part 21, and the side of the rotor assembly 10 close to the connecting piece 20 is provided with a second clamping part 11. When the connecting piece 20 is in the first position close to the rotor assembly 10, the first clamping part 21 is clamped to the second clamping part 11, so that the connection between the connecting piece 20 and the rotor assembly 10 is more reliable and stable. When the connecting piece 20 is in the second position away from the rotor assembly 10, the first clamping part 21 is disconnected from the second clamping part 11, so that the connecting piece 20 is disconnected from the rotor assembly 10.

[0431] Specifically, the first clamping part 21 comprises one of a protrusion or a groove, and the second clamping part 11 comprises the other one of a protrusion or a groove.

[0432] For example, a protrusion can be arranged on the side of the connecting piece 20 close to the rotor assembly 10, and a groove can be arranged on the end surface of the rotor assembly 10 close to the connecting piece 20, and the size of the groove is matched with the size of the protrusion. When the connecting piece 20 is in the first position close to the rotor assembly 10, the protrusion is clamped in the groove, so as to improve the reliability of the connection between the connecting piece 20 and the rotor assembly 10.

[0433] For example, a groove can be arranged on the side of the connecting member 20 close to the rotor assembly 10, and a protrusion can be arranged on the end surface of the rotor assembly 10 close to the connecting member 20, the size of the protrusion being adapted to the size of the groove. When the connecting member 20 is in the first position close to the rotor assembly 10, the protrusion is clamped in the groove, so as to improve the reliability of the connection between the connecting member 20 and the rotor assembly 10.

[0434] Of course, the above embodiments are only individual examples of the specific structures of the first clamping portion 21 and the second clamping portion 11, and are not intended to limit the present application. In actual applications, the skilled in the art can also set the specific structures of the first clamping portion 21 and the second clamping portion 11 according to the needs.

[0435] Optionally, the first clamping portion 21 includes a plurality of first clamping portions 21 arranged at intervals, and the second clamping portion 11 also includes a plurality of second clamping portions 11, each second clamping portion 11 being arranged corresponding to one first clamping portion 21.

[0436] In the embodiments of the present application, a plurality of first clamping portions 21 are arranged on the side of the connecting member 20 close to the rotor assembly 10, and the plurality of first clamping portions 21 are arranged at intervals, and a second clamping portion 11 is arranged on the side of the rotor assembly 10 close to the connecting member 20, each second clamping portion 11 being arranged corresponding to one first clamping portion 21.

[0437] When the connecting member 20 is in the first position, each first clamping portion 21 is clamped in the corresponding second clamping portion 11, so that the connection between the connecting member 20 and the rotor assembly 10 is more reliable and stable. When the connecting member 20 is in the second position, each first clamping portion 21 is separated from the corresponding second clamping portion 11, so that the connecting member 20 is disconnected from the rotor assembly 10.

[0438] Optionally, as shown in FIG. 31, the first clutch 120 disclosed in the embodiments of the present application further includes a driving member 30, the driving member 30 being arranged on the side of the connecting member 20 away from the rotor assembly 10, and the driving member 30 being used to drive the connecting member 20 to engage the rotor assembly 10.

[0439] As shown in FIG. 31, in the embodiments of the present application, the driving member 30 can be arranged on the side of the connecting member 20 away from the rotor assembly 10. It can be understood that the driving member 30 is arranged on one side of the connecting member 20, and the rotor assembly 10 is arranged on the other side of the connecting member 20. By arranging the driving member 30 on the side of the connecting member 20 away from the rotor assembly 10, the connecting member 20 can be driven by the driving member 30, so that the connecting member 20 can be moved to the first position close to the rotor assembly 10 to engage the rotor assembly 10.

[0440] Optionally, as shown in FIG. 31, the driving member 30 in the embodiments of the present application includes any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

[0441] As shown in FIG. 31, the driving member 30 in the embodiment of the present application can be a hydraulic driving member, the driving member 30 can be an electromagnetic driving member, and the driving member 30 can also be a pneumatic driving member.

[0442] Of course, the driving member 30 in the embodiment of the present application can also be other types of driving members. In the embodiment of the present application, the specific type of the driving member 30 is not limited too much. In actual application, the skilled in the art can select as needed.

[0443] Optionally, as shown in FIG. 31, when the driving member 30 is a hydraulic driving member, the hydraulic driving member includes a cylinder 31, a piston 32, and a push ring 33. The piston 32 is arranged in the cylinder 31 and is slidingly connected to the inner wall of the cylinder 31 along the axial direction of the first axis 51. One end of the push ring 33 abuts against the piston 32, and the other end of the push ring 33 abuts against the connecting member 20.

[0444] As shown in FIG. 31, the driving member 30 in the embodiment of the present application is a hydraulic driving member, and the hydraulic driving member includes a cylinder 31, a piston 32, and a push ring 33. The piston 32 is slidingly connected to the inner wall of the cylinder 31, and the piston 32 and the cylinder 31 form a first chamber 34. The push ring 33 is arranged between the piston 32 and the connecting member 20, one end of the push ring 33 is fixedly connected to the side of the piston 32 away from the first chamber 34, and the other end of the push ring 33 is connected to the connecting member 20.

[0445] When the driving member 30 drives the connecting member 20 to move towards the direction close to the rotor assembly 10, liquid medium is injected into the first chamber 34 to increase the pressure of the first chamber 34. Under the driving of the pressure, the piston 32 moves towards the direction close to the connecting member 20, the push ring 33 is pushed to move towards the direction close to the connecting member 20, and the push ring 33 can push the connecting member 20 to move towards the direction close to the rotor assembly 10 until the connecting member 20 reaches the first position close to the rotor assembly 10 and is engaged with the rotor assembly 10.

[0446] In the embodiment of the present application, the hydraulic driving member is arranged on the side of the connecting member 20 away from the rotor assembly 10 to drive the connecting member 20 to move to the first position close to the rotor assembly 10.

[0447] Optionally, the hydraulic driving member includes the cylinder 31 and the piston 32, wherein the piston 32 is arranged in the cylinder 31 and is slidingly connected to the inner wall of the cylinder 31 along the axial direction of the first axis 51; and the connecting member 20 abuts against the outer side of the piston 32.

[0448] The driving member 30 in the embodiment of the present application is a hydraulic driving member, and the hydraulic driving member includes a cylinder 31 and a piston 32. The piston 32 is slidingly connected to the inner wall of the cylinder 31, the piston 32 and the cylinder 31 form a first chamber 34, and the connecting member 20 is connected to the outer side of the piston.

[0449] When the driving member 30 drives the connecting member 20 to move towards the direction close to the rotor assembly 10, liquid medium is injected into the first chamber 34, the pressure of the first chamber 34 is increased, and under the driving of the pressure, the piston 32 moves towards the direction close to the connecting member 20, the piston 32 can push the connecting member 20 to move towards the direction close to the rotor assembly 10 until the connecting member 20 reaches the first position close to the rotor assembly 10 and is engaged with the rotor assembly 10.

[0450] In the embodiment of the present application, the hydraulic driving member is arranged on the side of the connecting member 20 away from the rotor assembly 10, so that the connecting member 20 can be driven by the hydraulic driving member to move to the first position close to the rotor assembly 10.

[0451] Optionally, as shown in FIG. 31, the inner wall of the cylinder 31 and the piston 32 form the first chamber 34, and the first chamber 34 is provided with a first opening 341, which is used for injecting or discharging liquid medium into the first chamber 34 to drive the piston 32 to move along the axial direction of the first shaft 51.

[0452] As shown in FIG. 31, the hydraulic driving member is provided with the cylinder 31, and the piston 32 is slidingly connected to the inner wall of the cylinder 31. The inner wall of the cylinder 31 and the piston 32 form the first chamber 34. The first chamber 34 is provided with the first opening 341, through which liquid medium is injected into the first chamber 34 to increase the pressure of the first chamber 34. The pressure of the first chamber 34 is increased to form a pressure difference with the outside, so that the piston 32 can be driven to move along the axial direction of the first shaft 51 towards the direction close to the rotor assembly 10. Alternatively, the liquid medium in the first chamber 34 is discharged through the first opening 341 to reduce the pressure of the first chamber 34, so that the piston 32 can move along the axial direction of the first shaft 51 towards the direction away from the rotor assembly 10.

[0453] Optionally, as shown in FIG. 31, the first opening 341 in the embodiment of the present application is arranged on the cylinder 31 and located on the side away from the piston 32.

[0454] In the embodiment of the present application, the first opening 341 is arranged on the cylinder 31 and located on the side away from the piston 32, so as to avoid the piston 32 from being mistakenly touched during the process of injecting liquid medium into the first chamber 34, which causes the piston 32 to move.

[0455] Optionally, the driving member in the embodiment of the present application can also be an electromagnetic driving member, wherein the electromagnetic driving member includes an electromagnet assembly, one end of the electromagnet assembly being connectable to the connecting member 20 to drive the connecting member 20 to engage with the rotor assembly 10.

[0456] In the embodiment of the present application, the driving member can be an electromagnetic driving member, which comprises an electromagnet assembly, one end of the electromagnet assembly is connected to the connecting member 20, and the connecting member 20 can be moved to the first position close to the rotor assembly 10 by driving the connecting member 20 through the electromagnet assembly.

[0457] Optionally, as shown in FIG. 31, the first clutch disclosed in the embodiment of the present application further comprises an elastic member 40, which is arranged between the connecting member 20 and the rotor assembly 10, one end of the elastic member 40 abuts against the connecting member 20, and the other end abuts against the rotor assembly 10, and the elastic member 40 is used to generate an elastic force in the axial direction of the first shaft 51 to act on the connecting member 20.

[0458] As shown in FIG. 31, in the embodiment of the present application, the elastic member 40 is arranged between the connecting member 20 and the rotor assembly 10, one end of the elastic member 40 abuts against the connecting member 20, and the other end abuts against the rotor assembly 10. Exemplarily, the elastic member 40 can be a spring, which is arranged between the connecting member 20 and the rotor assembly 10, one end of the spring abuts against the connecting member 20, and the other end abuts against the rotor assembly 10.

[0459] When the connecting member 20 is in the first position close to the rotor assembly 10, the elastic member 40 is compressed. When it is needed to disconnect the connecting member 20 and the rotor assembly 10, the connecting member 20 needs to move in the direction away from the rotor assembly 10. At this time, the driving member 30 stops working, and the pressure in the first chamber 34 decreases. The elastic member 40 restores its shape, and the elastic member 40 generates a pressure in the axial direction of the first shaft 51 to act on the connecting member 20, so as to drive the connecting member 20 to move in the direction away from the rotor assembly 10, so that the connecting member 20 reaches the second position away from the rotor assembly 10, and the connecting member 20 is disconnected from the rotor assembly 10.

[0460] Optionally, as shown in FIGS. 32 to 34, the connecting member 20 and the rotor assembly 10 in the embodiment of the present application are sequentially arranged on the first shaft 51, and the connecting member 20 is movably connected to the first shaft 51 in the axial direction of the first shaft 51; the outer wall of the rotor assembly 10 is engaged with the first motor rotor 61.

[0461] As shown in FIGS. 31 to 34, the connecting member 20 and the rotor assembly 10 in the embodiment of the present application are sequentially arranged on the first shaft 51. Among them, the connecting member 20 is movably connected to the first shaft 51 in the axial direction of the first shaft 51. The rotor assembly 10 is loosely arranged on the first shaft 51, that is, the inner wall of the rotor assembly 10 is gap-fitted with the outer wall of the first shaft 51. And the first motor rotor 61 is engaged with the outer wall of the rotor assembly 10.

[0462] When the connecting piece 20 is in the first position close to the rotor assembly 10, the engine 50 rotates to drive the first shaft 51 to rotate. The first shaft 51 drives the connecting piece 20 to rotate, the connecting piece 20 is connected to the rotor assembly 10, the connecting piece 20 drives the rotor assembly 20 to rotate, the rotor assembly 20 drives the first motor rotor 61 to rotate, the first motor rotor 61 drives the first motor 60 to rotate, so that the first motor 60 generates electricity.

[0463] When the connecting piece 20 is in the second position away from the rotor assembly 10, the engine 50 rotates to drive the first shaft 51 to rotate. The first shaft 51 drives the connecting piece 20 to rotate, but the connecting piece 20 is not connected to the rotor assembly 10, so the connecting piece 20 does not drive the rotor assembly 10 to rotate, and the rotor assembly 10 does not drive the first motor rotor 61 to rotate, so the first motor 60 does not generate electricity.

[0464] Optionally, the inner wall of the rotor assembly 10 and the outer wall of the first shaft 51 are in clearance fit; or, the rotor assembly 10 is sleeved on the first shaft 51.

[0465] In the embodiment of the application, the inner wall of the rotor assembly 10 and the outer wall of the first shaft 51 are in clearance fit, or the rotor assembly 10 is sleeved on the first shaft 51, so as to avoid that the first shaft 51 directly drives the rotor assembly 10 to rotate.

[0466] Optionally, as shown in FIG. 31, the power system disclosed in the embodiment of the application further comprises a bearing 130, which is arranged between the inner wall of the rotor assembly 10 and the outer wall of the first shaft 51.

[0467] As shown in FIG. 31, in the embodiment of the application, the bearing 130 can be arranged between the inner wall of the rotor assembly 10 and the outer wall of the first shaft 51, so as to reduce the friction between the inner wall of the rotor assembly 10 and the outer wall of the first shaft 51 through the bearing 130.

[0468] Optionally, as shown in FIGS. 32 to 34, the power system disclosed in the embodiment of the application further comprises a second clutch 70 and a second shaft 91, the second shaft 91 being a shaft connected with the output end 90; the second clutch 70 is connected between the first shaft 51 and the second shaft 91, so as to connect or disconnect the first shaft 51 and the second shaft 91.

[0469] In the embodiment of the application, the second clutch 70 is arranged between the first shaft 51 and the second shaft 91, so as to control the connection and disconnection of the first shaft 51 and the second shaft 91 through the second clutch 70, thereby controlling the connection and disconnection of the engine 50 and the output end 90.

[0470] It should be noted that the output end 90 in the embodiment of the application has the second shaft 91, and the second shaft 91 is connected to the wheels of the vehicle to drive the wheels of the vehicle.

[0471] Optionally, as shown in FIG. 32, the power system disclosed by the embodiments of the present application further comprises a first gear set 80, wherein the first gear set 80 is connected between the first shaft 51 and the second shaft 91; the second clutch 70 is connected to the first shaft 51 to engage or disconnect the first gear set 80 and the first shaft 51.

[0472] As shown in FIG. 32, the power system disclosed by the embodiments of the present application further comprises a first gear set 80, wherein the first gear set 80 is connected between the first shaft 51 and the second shaft 91. Exemplarily, the first gear set 80 comprises a first gear 82 and a second gear 81, the second gear 81 is sleeved on the first shaft 51, the first gear 82 is sleeved on the second shaft 91 and fixedly connected to the second shaft 91. The second clutch 70 is connected to the first shaft 51, and the second clutch 70 can be engaged with the second gear 81 to connect the engine 50 to the output end 90. The second clutch 70 can also be disengaged from the second gear 81 to disconnect the engine 50 from the output end 90.

[0473] As an optional implementation, the first gear set 80 in the embodiments of the present application comprises a first gear 82 and a second gear 81, the first gear 82 is fixedly connected to the second shaft 91, and the second gear 81 is connected to the first shaft 51. It can be understood that there is a gap between the second gear 81 and the first shaft 51, or the second gear 81 is sleeved on the first shaft 51. The second gear 81 is engaged with the first gear 82. In the axial direction of the first shaft 51, the second clutch 70 is arranged on one side of the second gear 81 and movably connected to the first shaft 51 to engage or disconnect the second gear 81 and the first shaft 51 through the second clutch 70.

[0474] When the second clutch 70 engages the second gear 81 with the first shaft 51, the first shaft 51 is connected to the second shaft 91, and the engine 50 can drive the output end 90. When the second clutch 70 disconnects the second gear 81 and the first shaft 51, the first shaft 51 is no longer connected to the second shaft 91, and the engine 50 no longer drives the second shaft 90.

[0475] Optionally, as shown in FIG. 33, the power system disclosed by the embodiments of the present application further comprises a first gear set 80, wherein the first gear set 80 is connected between the first shaft 51 and the second shaft 91; the second clutch 70 is connected to the second shaft 91 to engage or disconnect the first gear set 80 and the second shaft 91.

[0476] As shown in FIG. 33, the power system disclosed by the embodiment of the application further comprises a first gear set 80 connected between the first shaft 51 and the second shaft 91. For example, the first gear set 80 comprises a first gear 82 and a second gear 81. The first gear 82 is sleeved on the second shaft 91 and is in clearance fit with the second shaft 91. The second gear 81 is sleeved on the first shaft 51 and is fixedly connected to the first shaft 51. The second clutch 70 is connected to the second shaft 91 and is arranged on one side of the first gear 82. The second clutch 70 can be engaged with the first gear 82 to connect the engine 50 to the output end 90. The second clutch 70 can also be disengaged from the first gear 82 to disconnect the engine 50 from the output end 90.

[0477] As an optional implementation, the first gear set 80 in the embodiment of the application comprises a first gear 82 and a second gear 81. The first gear 82 is connected to the second shaft 91. It can be understood that the first gear 82 is in clearance fit with the second shaft 91, that is, there is a gap between the first gear 82 and the second shaft 91. The second gear 81 is sleeved on the first shaft 51 and is fixedly connected to the first shaft 51. The second gear 81 is engaged with the first gear 82. The second clutch 70 is arranged on one side of the first gear 82 along the axial direction of the second shaft 91 and is movably connected to the second shaft 91. The first gear 82 is engaged with the second shaft 91 by the second clutch 70 or the connection between the first gear 82 and the second shaft 91 is disconnected.

[0478] When the second clutch 70 engages the first gear 82 with the second shaft 91, the engine 50 can drive the output end 90. When the second clutch 70 disconnects the first gear 82 from the second shaft 91, the engine 50 no longer drives the second shaft 90.

[0479] It should be noted that the first gear set 80 in the embodiment of the application can further comprise an idler gear engaged between the first gear 82 and the second gear 81.

[0480] Optionally, the power system disclosed by the embodiment of the application further comprises a first gear set 80 and a second shaft 91. The first gear set 80 is connected between the first shaft 51 and the second shaft 91 and is arranged on the side of the first clutch 120 away from the rotor assembly 10. The first clutch 120 further comprises a second connecting piece arranged between the first gear set 80 and the connecting piece 20. The second connecting piece is movably connected to the first shaft 51 along the axial direction of the first shaft 51 to engage the first gear set 80 with the first shaft 51 or disconnect the first gear set 80 from the first shaft 51.

[0481] In the embodiment of the present application, the first gear set 80 is connected between the first shaft 51 and the second shaft 91, and the first gear set 80 is arranged on the side of the first clutch 120 away from the rotor assembly 10. For example, the first gear set 80 can include a first gear 82 and a second gear 81, the first gear 82 is sleeved on the first shaft 51, and there is a gap between the first gear 82 and the first shaft 51. It can also be understood that the first gear 82 is sleeved on the first shaft 51, the second gear 81 is sleeved on the second shaft 91, and the second gear 81 is fixedly connected to the second shaft 91.

[0482] In the embodiment of the present application, the first clutch 120 is arranged as a double-ended clutch, that is, the first clutch 120 further includes a second connecting piece, the second connecting piece is arranged between the first gear set 80 and the connecting piece 20, and the second connecting piece is movably connected to the first shaft 51 along the axial direction of the first shaft 51.

[0483] When the second connecting piece moves to a position close to the first gear 82, the second connecting piece is engaged with the first gear 82, so that the first shaft 51 is connected to the second shaft 91, and the engine 50 can drive the output end 90. When the second connecting piece moves away from the first gear 82, the second connecting piece is disconnected from the first gear 82, the first shaft 51 is no longer connected to the second shaft 91, and the engine 50 no longer drives the output end 90.

[0484] Optionally, the first gear set 80 includes a plurality of groups, and the transmission ratios of the plurality of groups of the first gear set 80 are different.

[0485] In the embodiment of the present application, the first gear set 80 can be arranged as a plurality of groups, and the transmission ratios of the plurality of groups of the first gear set 80 are different, so that the first shaft 51 and the second shaft 91 are drivingly connected through the first gear set 80 with different transmission ratios, thereby enabling the output end 90 to have different rotational speeds under the condition that the rotational speed of the engine 50 is unchanged.

[0486] For example, the first gear set 80 can include two groups, and the first gear set 80 can include three groups. In the embodiment of the present application, the specific number of the first gear set 80 is not limited too much. In actual application, the technician can set as needed.

[0487] Optionally, the plurality of groups of the first gear set 80 are arranged at intervals along the axial direction of the first shaft 51; the power system further includes a synchronizer, the synchronizer is connected to the second shaft 91 and located between the two adjacent groups of the first gear set 80.

[0488] In the embodiment of the present application, a plurality of groups of first gear sets 80 can be connected between the first shaft 51 and the second shaft 91, and the transmission ratios of the plurality of groups of first gear sets 80 are different. Moreover, a synchronizer is arranged between two adjacent groups of first gear sets 80, and the synchronizer is engaged with one of the groups of first gear sets 80, so that the group of first gear sets 80 is in transmission connection between the first shaft 51 and the second shaft 91. Through the plurality of groups of first gear sets 80 and the synchronizer, the rotation speed of the second shaft 91 can be adjusted, so that the output end 90 has different rotation speeds in different working modes.

[0489] Optionally, as shown in FIG. 32 and FIG. 33, the power system disclosed in the embodiment of the present application further comprises a third shaft 101, and the third shaft 101 is a shaft connected with the second motor 100; the third shaft 101 and the second shaft 91 are coaxial or in gear transmission.

[0490] As shown in FIG. 32 to FIG. 34, the power system disclosed in the embodiment of the present application further comprises a second motor 100, and the second motor 100 has a third shaft 101; the third shaft 101 and the second shaft 91 are coaxially arranged, or the third shaft 101 is connected to the second shaft 91 through gear transmission, so that the output end 90 can be driven by the second motor 100.

[0491] As an optional implementation, as shown in FIG. 2 to FIG. 4, the power system disclosed in the embodiment of the present application further comprises a second gear set 110, and the second gear set 110 is in transmission connection between the third shaft 101 and the second shaft 91.

[0492] As shown in FIG. 32 to FIG. 34, in the embodiment of the present application, the second gear set 110 is in transmission connection between the third shaft 101 and the second shaft 91, so that the output end 90 can be driven by the second motor 100.

[0493] For example, the second gear set 110 comprises a third gear 111 and a fourth gear 112, the third gear 111 is sleeved on the third shaft 101 and fixedly connected to the third shaft 101, the fourth gear is sleeved on the second shaft 91 and fixedly connected to the second shaft 91, and the third gear is engaged with the fourth gear. The second motor 100 rotates to drive the third shaft 101 to rotate, the third shaft 101 drives the third gear 111 to rotate, the third gear 111 is engaged with the fourth gear 112, the third gear 111 drives the fourth gear 112 to rotate, and the fourth gear 112 drives the second shaft 91 to rotate, thereby driving the output end 90.

[0494] Optionally, the power system in the embodiment of the present application further comprises a first motor 60, a second motor 100, an engine 50, and an output end 90, wherein the first motor rotor 61 is connected to the first motor 60, the third shaft 101 is connected to the second motor 100, the first shaft 51 is connected to the engine 50, and the second shaft 91 is connected to the output end 90.

[0495] It should be noted that the first motor 60 in the embodiments of the present application can be a generator, and the second motor 100 can be a driving motor, and the output end 90 is connected to the wheels of the vehicle to drive the wheels to rotate.

[0496] Optionally, the power system disclosed in the embodiments of the present application further comprises a differential 140, and the second shaft 91 comprises a plurality of second shafts, and the differential 140 is connected between adjacent second shafts 91 to adjust the rotation speed between adjacent second shafts 91 through the differential 140, so that adjacent second shafts 91 have different rotation speeds, thereby making adjacent wheels have different rotation speeds.

[0497] It should be noted that the power system disclosed in the embodiments of the present application has multiple working modes, which will be briefly introduced in combination with FIGS. 2 to 4.

[0498] When the power system is in the pure electric mode, the second motor 100 works, and the second motor 100 drives the output end 90 through the second gear set 110. At this time, the engine 50 and the first motor 60 do not work. The first clutch 120 and the second clutch 70 are in the disconnected state.

[0499] When the power system is in the series mode, the connecting piece 20 of the first clutch 120 is engaged with the rotor assembly 10, and the engine 50 can drive the first motor rotor 61 to rotate through the first clutch 120, and then drive the first motor 60 to rotate. The second clutch 70 is engaged with the first gear set 80, and the engine 50 drives the first gear set 80 to rotate through the second clutch 70, and the first gear set 80 drives the second shaft 91 to rotate, and then drives the output end 90.

[0500] When the power system is in the engine direct drive mode and without generating electricity, the connecting piece 20 of the first clutch 120 is disconnected from the rotor assembly 10, and the second clutch 70 is engaged with the first gear set 80. The engine 50 can drive the first gear set 80 to rotate through the second clutch 70, and the first gear set 80 drives the second shaft 91 to rotate, and then drives the output end 90.

[0501] When the power system is in the engine parallel mode and without generating electricity, the connecting piece 20 of the first clutch 120 is disconnected from the rotor assembly 10, and the second clutch 70 is engaged with the first gear set 80. The engine 50 can drive the first gear set 80 to rotate through the second clutch 70, and the first gear set 80 drives the second shaft 91 to rotate, and then drives the output end 90. At the same time, the second motor 100 works, and the second motor 100 drives the second shaft 91 to rotate through the second gear set 110, and then drives the output end 90.

[0502] In the engine direct drive mode, the connecting piece 20 of the first clutch 120 is engaged with the rotor assembly 10, and the engine 50 can drive the first motor rotor 61 to rotate through the first clutch 120, and then drive the first motor 60 to rotate. The second clutch 70 is engaged with the first gear set 80. The engine 50 can drive the first gear set 80 to rotate through the second clutch 70, and the first gear set 80 drives the second shaft 91 to rotate, and then drives the output end 90.

[0503] In the engine parallel mode, the connecting piece 20 of the first clutch 120 is engaged with the rotor assembly 10, and the engine 50 can drive the first motor rotor 61 to rotate through the first clutch 120, and then drive the first motor 60 to rotate. The second clutch 70 is engaged with the first gear set 80. The engine 50 can drive the first gear set 80 to rotate through the second clutch 70, and the first gear set 80 drives the second shaft 91 to rotate, and then drives the output end 90. At the same time, the second motor 100 works, and the second motor 100 drives the second shaft 91 to rotate through the second gear set 110, and then drives the output end 90.

[0504] The vehicle according to some embodiments of the present application comprises the power system described in the above embodiments.

[0505] It should be noted that the vehicle according to some embodiments of the present application comprises the power system described in the above embodiments, and has the same structure and the same or similar advantages. Here, no further description is given.

[0506] In the related art, the conventional hybrid system is arranged horizontally, has a large radial dimension, and cannot be applied to a longitudinal vehicle. A few longitudinal hybrid systems directly connect the engine and the first motor, the engine drives the first motor to rotate, the first motor cannot be disconnected according to the actual demand, and thus when the engine needs to transmit power to the wheel end, the engine still drives the first motor to rotate, the engine and the first motor cannot be separated, system loss is caused, and the engine driving the first motor in real time also easily causes equipment damage.

[0507] The power transmission system and the vehicle according to some embodiments of the present application will be described in detail below by means of specific embodiments and application scenarios in combination with the drawings.

[0508] As shown in FIG. 35, the power transmission system according to some embodiments of the present application comprises an engine connecting shaft 21, a disconnection unit 1, a first motor connecting shaft 33, and an output end 5; the disconnection unit 1 is connected with the engine connecting shaft 21, the first motor connecting shaft 33, and the output end 5, respectively.

[0509] The axis direction X of the engine connecting shaft 21 and the power output direction Y of the output end 5 have an angle a, the first motor connecting shaft 33 is adapted to be connected to the first motor 3, and the first motor 3 is at least used for power generation.

[0510] In the embodiments of the present application, the transmission system comprises an engine connecting shaft 21, a disconnecting unit 1, a first motor connecting shaft 33 and an output end 5; the disconnecting unit 1 is connected with the engine connecting shaft 21, the first motor connecting shaft 33 and the output end 5 respectively; the axis direction X of the engine connecting shaft 21 and the power output direction Y of the output end 5 have an angle a, the first motor connecting shaft 33 is adapted to be connected to the first motor 3, and the first motor 3 is at least used for power generation. In this way, the engine connecting shaft 21 is prevented from always dragging the first motor 3, the transmission efficiency is improved, and the equipment loss is reduced. The axis direction X of the engine connecting shaft 21 and the power output direction Y of the output end have an angle a, which is beneficial to the weight layout of the vehicle in the longitudinal direction.

[0511] It should be explained that the axis direction X of the engine connecting shaft 21 refers to the vehicle longitudinal direction, i.e. the direction from the front to the rear of the vehicle, and the engine connecting shaft 21 is arranged along the vehicle longitudinal direction, i.e. the engine 2 is arranged along the vehicle longitudinal direction, so that the weight of the vehicle before and after is more balanced, and the layout is more convenient.

[0512] In some embodiments of the present application, the transmission system further comprises an engine 2 connected with the engine connecting shaft 21.

[0513] In some embodiments of the present application, the transmission system further comprises a first motor 3 connected with the first motor connecting shaft 33, and the first motor 3 is at least used for power generation.

[0514] Specifically, the engine connecting shaft 21 is connected with the engine 2, and the first motor connecting shaft 33 is connected with the first motor 3. The first motor 3 can be a generator, or an integrated machine of a generator and a motor, and a person skilled in the art can set it according to the requirements, which is not limited in the present application.

[0515] It should be explained that the first motor 3 is connected with the first motor connecting shaft 33, which can be coaxial connection or gear transmission connection; similarly, the engine 2 is connected with the engine connecting shaft 21, which can be coaxial connection or gear transmission connection. A person skilled in the art can set it according to the requirements, which is not limited in the present application.

[0516] In specific applications, the disconnecting unit 1 can be a bidirectional disconnecting mechanism, so as to realize the engagement or separation of the engine connecting shaft 21 with the first motor connecting shaft 33 or the output end 5 through one bidirectional disconnecting mechanism, or the disconnecting mechanism and the clutch can be used in combination, so as to realize the engagement or separation of the engine connecting shaft 21 with the first motor connecting shaft 33 or the output end 5.

[0517] It can be understood that the axis direction X of the engine connecting shaft 21 and the power output direction Y of the output end 5 have an included angle a, and the included angle a is preferably 90°, so that the engine 2 can be arranged along the longitudinal direction of the vehicle, and the output end 5 is arranged along the direction of the axle.

[0518] As shown in FIG. 35, in some embodiments of the present application, the power output direction Y of the output end 5 is the axis direction of the axle.

[0519] In the embodiments of the present application, by arranging the power output direction Y of the output end 5 as the axis direction of the axle, the overall architecture of the transmission system can be more conveniently arranged along the longitudinal direction of the vehicle, and the engine 2 is longitudinally arranged in the engine compartment, perpendicular to the front axle of the vehicle, and transmits power to the rear wheels through the transmission shaft. Since the engine 2 is far away from the driving wheels, longitudinal arrangement can make the crankshaft parallel to the transmission shaft, reduce the direction conversion in the power transmission process, thereby reducing the power loss. Longitudinal arrangement of the engine 2 can make the engine compartment longer, and the position of the transmission can also be extended backward, so that the weight distribution of the whole vehicle is more balanced. At the same time, since the longitudinal arrangement of the engine leaves a large space on the left and right sides of the engine compartment, it is beneficial to arrange a more complex suspension system, so the handling under the same conditions is obviously stronger than that of the “transverse front drive”.

[0520] It should be explained that, as shown in FIG. 35, the power output direction Y of the output end 5 refers to the power transmitted by the output end 5 along the axis direction of the axle on which the wheels are located.

[0521] As shown in FIG. 36, in some embodiments of the present application, the disconnecting unit 1 is a bidirectional disconnecting mechanism; the bidirectional disconnecting mechanism includes a first connecting piece 103, a second connecting piece 104 and a third connecting piece 105; the second connecting piece 104 is movably arranged between the first connecting piece 103 and the third connecting piece 105, and at least one of the following is achieved: the second connecting piece 104 is engaged with the first connecting piece 103, or the second connecting piece 104 is engaged with the third connecting piece 105; the first connecting piece 103 is connected with the first motor connecting shaft 33, the second connecting piece 104 is movably connected with the engine connecting shaft 21, and the third connecting piece 105 is connected with the output end 5.

[0522] In the embodiments of the present application, the bidirectional disconnecting mechanism comprises a first connecting member 103, a second connecting member 104 and a third connecting member 105; the second connecting member 104 is movably arranged between the first connecting member 103 and the third connecting member 105, and at least one of the following conditions is achieved: the second connecting member 104 is engaged with the first connecting member 103, or the second connecting member 104 is engaged with the third connecting member 105; the first connecting member 103 is connected with the first motor connecting shaft 33, the second connecting member 104 is movably connected with the engine connecting shaft 21, and the third connecting member 105 is connected with the output end 5. In the case that the second connecting member 104 is engaged with the first connecting member 103, the first connecting member 103 is connected with the first motor 3 through the first motor connecting shaft 33, and the first motor 3 is driven to at least generate electricity; in the case that the second connecting member 104 is engaged with the third connecting member 105, the torque of the engine 2 is transmitted to the output end 5 through the third connecting member 105 to drive the vehicle to run; in this way, the first motor 3 can be engaged according to specific requirements, avoiding that the engine 2 always drags the first motor 3, affecting the transmission efficiency and causing damage to the equipment.

[0523] In specific applications, the bidirectional disconnecting mechanism can be one of a bidirectional wet clutch, a bidirectional electromagnetic clutch, a synchronizer and the like, and those skilled in the art can select according to requirements, which is not limited in the present application.

[0524] It should be explained that the second connecting member 104 in the bidirectional disconnecting mechanism has three positions: in the first position, the second connecting member 104 is engaged with the first connecting member 103 and separated from the third connecting member 105; in the second position, the second connecting member 104 is separated from the first connecting member 103 and the third connecting member 105; and in the third position, the second connecting member 104 is engaged with the third connecting member 105 and separated from the first connecting member 103.

[0525] As shown in FIG. 35, in some embodiments of the present application, the disconnecting unit 1 comprises a disconnecting mechanism 10 and a clutch 41, the disconnecting mechanism 10 is connected between the engine connecting shaft 21 and the first motor connecting shaft 33, and is used to realize the connection or separation of the engine connecting shaft 21 and the first motor connecting shaft 33.

[0526] In some embodiments of the present application, the disconnecting unit 1 further comprises a clutch 41, the clutch 41 is connected between the engine connecting shaft 21 and the output end 5, and is used to realize the connection or separation of the engine connecting shaft 21 and the output end 5.

[0527] In the embodiment of the present application, the disconnecting unit 1 comprises a disconnecting mechanism 10 and a clutch 41, the disconnecting mechanism 10 is connected between the engine connecting shaft 21 and the first motor connecting shaft 33, and is used to realize the connection or separation of the engine connecting shaft 21 and the first motor connecting shaft 33; the clutch 41 is connected between the engine connecting shaft 21 and the output end 5, and is used to realize the connection or separation of the engine connecting shaft 21 and the output end 5. In this way, in the case that the engine 2 needs to drive the first motor 3, the engine connecting shaft 21 and the first motor connecting shaft 33 are engaged by controlling the disconnecting mechanism 10; in the case that the engine 2 does not need to drive the first motor 3, the engine connecting shaft 21 and the first motor connecting shaft 33 are separated by controlling the disconnecting mechanism 10; in the case that the engine 2 needs to drive the vehicle to run, the engine connecting shaft 21 and the output end 5 are engaged by controlling the clutch 41; in the case of gear shifting or parking, the engine connecting shaft 21 and the output end 5 are separated by controlling the clutch 41.

[0528] It should be explained that the disconnecting unit 1 is provided as the disconnecting mechanism 10 and the clutch 41, so that the operation of the first motor 3 is only related to the opening and closing of the disconnecting mechanism 10; and the driving of the vehicle by the engine 2 is only related to the clutch 41, and is not related to the disconnecting mechanism 10, so as to improve the transmission flexibility and diversity of the transmission system.

[0529] It can be understood that the disconnecting mechanism 10 can be one of a one-way synchronizer, a one-way clutch and the like, and a person skilled in the art can select according to the needs, and the present application does not make any limitation.

[0530] As shown in FIGS. 35, 37 and 38, in some embodiments of the present application, the transmission system further comprises a fifth gear 31 and a sixth gear 32, the fifth gear 31 is loosely sleeved on the engine connecting shaft 21, the sixth gear 32 is fixedly connected with the first motor connecting shaft 33, and the fifth gear 31 and the sixth gear 32 are engaged.

[0531] In the embodiment of the present application, the fifth gear 31 is loosely sleeved on the engine connecting shaft 21 of the engine 2, the sixth gear 32 is connected with the first motor 3, and the fifth gear 31 and the sixth gear 32 are engaged, so as to conveniently transmit the power of the engine 2 to the first motor 3 to generate electricity; and the constant mesh gear pair is arranged between the engine 2 and the first motor 3 to realize the connection, which is more conducive to the layout of the vehicle space and the transmission is more stable.

[0532] It should be explained that, as shown in FIG. 36 or FIG. 37, the fifth gear 31 is loosely sleeved on the engine connecting shaft 21, and in actual application, the second bearing 19 is arranged between the fifth gear 31 and the engine connecting shaft 21, so as to avoid that the fifth gear 31 is directly driven by the engine connecting shaft 21.

[0533] As shown in FIG. 37 or FIG. 38, in some embodiments of the present application, the disconnecting mechanism 10 comprises a connecting assembly 101, which is movably connected to the engine connecting shaft 21 along the axial direction X of the engine connecting shaft 21, and is selectively engaged with or disengaged from the fifth gear 31.

[0534] When the connecting assembly 101 is engaged with the fifth gear 31, the engine connecting shaft 21 is connected with the first motor connecting shaft 33; when the connecting assembly 101 is disengaged from the fifth gear 31, the engine connecting shaft 21 is separated from the first motor connecting shaft 33.

[0535] In the embodiments of the present application, the disconnecting mechanism 10 is provided with the connecting assembly 101, by engaging or separating the connecting assembly 101 with the fifth gear 31, the engine connecting shaft 21 can be connected or separated from the first motor connecting shaft 33, so as to realize that the engine 2 drives the first motor 3 or the engine 2 does not drive the first motor 3.

[0536] In some embodiments of the present application, the connecting assembly 101 comprises a first connecting unit 11 and a second connecting unit 12, the first connecting unit 11 is connected with the fifth gear 31, the second connecting unit 12 is connected with the engine connecting shaft 21, and the second connecting unit 12 is movably engaged with or separated from the first connecting unit 11.

[0537] In the embodiments of the present application, the first connecting unit 11 is connected with the fifth gear 31, the second connecting unit 12 is movably connected with the engine connecting shaft 21 and the first connecting unit 11, so as to make the power of the engine 2 transmitted to the generator 3.

[0538] As shown in FIG. 37 or FIG. 38, in some embodiments of the present application, the disconnecting mechanism 10 further comprises a driving assembly 102, which is arranged on the side of the connecting assembly 101 away from the fifth gear 31, and is used to drive the connecting assembly 101 to engage with the fifth gear 31.

[0539] In the embodiments of the present application, by arranging the driving assembly 102, the driving assembly 102 is conveniently controlled to drive the connecting assembly 101 to engage with the fifth gear 31, and the controllability of the transmission system is better.

[0540] As shown in FIG. 37 or FIG. 38, in some embodiments of the present application, the disconnecting mechanism 10 comprises a driving assembly 13, a housing 14, the driving assembly 13 is arranged in a cavity formed by the housing 14, and is movably connected with the second connecting unit 12, the driving assembly 13 comprises a connecting piece 131 and a driving piece 132, the driving piece 132 drives the connecting piece 131 to move along the axis direction of the engine connecting shaft 21, so as to drive the second connecting unit 12 to engage with the first connecting unit 11, the engine connecting shaft 21 of the engine 2 is provided with a spline tooth 211, and the second connecting unit 12 is movably connected with the spline tooth 211 along the axis direction of the engine connecting shaft 21.

[0541] In the embodiments of the present application, the second connecting unit 12 is driven by the driving assembly 13 to move along the axis direction of the engine connecting shaft 21, so that the second connecting unit 12 engages with the first connecting unit 11, thereby realizing the power transmission of the engine 2 to the first motor 3 for generating electricity.

[0542] In some embodiments of the present application, the driving assembly 13 is at least one of a hydraulic driving assembly, an electromagnetic driving assembly and an electric driving assembly.

[0543] In the embodiments of the present application, the driving assembly 13 comprises at least one of a hydraulic driving assembly, an electromagnetic driving assembly and an electric driving assembly, thereby improving the selection range and applicability of the driving assembly 13.

[0544] Specifically, the driving piece 132 can be an electromagnetic piece, or a linear motor or other element for driving the connecting piece 131 to move linearly, which can be set according to requirements by those skilled in the art, and the present application does not limit this.

[0545] It can be understood that the first bearing 17 is further arranged between the housing 14 and the engine connecting shaft 21, which supports the housing 14 and makes the connection more stable.

[0546] As shown in FIG. 37, in some embodiments of the present application, the driving piece 13 is an electromagnetic magnetic attraction piece, and the disconnecting mechanism 10 further comprises a resilient piece 16, the resilient piece 16 is arranged between the first connecting unit 11 and the second connecting unit 12, and the two ends of the resilient piece 16 are respectively connected with the first connecting unit 11 and the second connecting unit 12.

[0547] In the embodiment of the present application, the driving member 13 is an electromagnetic magnetic attraction member, so as to control the connecting member 131 to move towards the first connecting unit 11, thereby pushing the second connecting unit 12 to engage with the first connecting unit 11, and the elastic member 16 is compressed; when it is needed to separate the first connecting unit 11 and the second connecting unit 12, the electromagnetic magnetic attraction member stops driving, at this time the elastic member 16 rebounds to drive the second connecting unit 12 to move away from the first connecting unit 11, thereby separating the first connecting unit 11 and the second connecting unit 12.

[0548] It should be explained that when the elastic member 16 is compressed to the shortest, the length of the elastic member 16 should be less than or equal to the distance between the first connecting unit 11 and the second connecting unit 12 when they are engaged, so as to avoid that the first connecting unit 11 and the second connecting unit 12 are not stable when they are engaged.

[0549] In the specific application, the sealing member 18 is further arranged between the housing 14 and the engine connecting shaft 21, so as to avoid the oil leakage in the disconnecting mechanism 10.

[0550] As shown in FIG. 38, in some embodiments of the present application, the oil cavity 15 is enclosed between the housing 14 and the driving member 132, the driving member 132 is a piston which can move along the axis direction of the engine connecting shaft 21 to push the connecting member 131 to move, thereby driving the second connecting unit 12 to engage with the first connecting unit 11; the disconnecting unit 1 further comprises the elastic member 16 which is arranged between the first connecting unit 11 and the second connecting unit 12, and the two ends of the elastic member 16 are respectively connected with the first connecting unit 11 and the second connecting unit 12.

[0551] In the embodiment of the present application, when the hydraulic oil is injected into the oil cavity 15, the driving member 132 (piston) moves towards the first connecting unit 11, thereby pushing the connecting member 131 to move, so as to drive the second connecting unit 12 to engage with the first connecting unit 11, and the elastic member 16 is compressed; when it is needed to separate the first connecting unit 11 and the second connecting unit 12, the oil cavity 15 is depressurized, the driving member 132 (piston) stops driving, at this time the elastic member 16 rebounds to drive the second connecting unit 12 to move away from the first connecting unit 11, thereby separating the first connecting unit 11 and the second connecting unit 12.

[0552] As shown in FIG. 35, in some embodiments of the present application, the transmission system further comprises the speed changing unit 4 which is connected between the clutch 41 and the output end 5, the speed changing unit 4 comprises the first rotating shaft 42, the clutch 41 is arranged between the engine connecting shaft 21 and the first rotating shaft 42, and is used to engage or separate the engine connecting shaft 21 and the first rotating shaft 42.

[0553] In the embodiment of the present application, the transmission unit 4 comprises a first rotating shaft 42, and the clutch 41 is arranged between the engine connecting shaft 21 of the engine 2 and the first rotating shaft, and is used to combine or separate the engine connecting shaft 21 of the engine 2 and the first rotating shaft 42. In this way, when the vehicle needs to brake or shift gears, the clutch 41 separates the engine connecting shaft 21 and the first rotating shaft 42, so that the engine 2 is disconnected from the output end 5.

[0554] In a specific application, the clutch 41 includes but is not limited to a friction clutch, a wet clutch, a dry clutch, etc., which can be selected by those skilled in the art according to the needs, and the present application does not limit this.

[0555] Specifically, as shown in FIG. 39, the transmission system of the present application has an energy recovery mode, in which the power transmission route is as follows: engine 2→fifth gear 31→sixth gear 32→first motor; in this mode, the second connecting unit 12 in the disconnecting unit 1 is engaged with the first connecting unit 11, and the clutch 41 separates the engine connecting shaft 21 and the first rotating shaft 42. At this time, the vehicle is in a neutral or braking state, and the energy of the engine 2 can be recovered.

[0556] As shown in FIG. 35, in some embodiments of the present application, the transmission unit 4 further comprises a second rotating shaft 43 and a transmission group 44, the first rotating shaft 42 and the second rotating shaft 43 are connected through the transmission group 44, and the second rotating shaft 43 is connected to the output end 5.

[0557] In the embodiment of the present application, the first rotating shaft 42 and the second rotating shaft 43 are connected through the transmission group 44, so that the power of the engine 2 is transmitted to the output end 5 through the first rotating shaft 42, the transmission group 44 and the second rotating shaft 43, and the vehicle is driven to run.

[0558] It should be explained that the transmission group 44 is used to change the transmission ratio between the engine 2 and the wheels at any time according to the needs of the vehicle speed and driving force, so that the vehicle can adapt to different speeds and load conditions, that is, the gear shifting process of the vehicle running is changed.

[0559] As shown in FIG. 35, in some embodiments of the present application, the transmission group 44 comprises a first transmission group 45, a second transmission group 46 and a disconnecting mechanism 47, the transmission ratio of the first transmission group 45 is not equal to the transmission ratio of the second transmission group 46; the disconnecting mechanism 47 is arranged on the second rotating shaft 43, and is used to selectively engage or separate the first transmission group 45 or the second transmission group 46 with the second rotating shaft 43.

[0560] In the embodiments of the present application, the transmission group 44 includes a first transmission group 45, a second transmission group 46, and a disconnect mechanism 47. The transmission ratio of the first transmission group 45 is not equal to the transmission ratio of the second transmission group 46, so that when the power of the engine 2 is transmitted to the output end 5 through different transmission groups, the transmission speed and torque are also different, thereby realizing gear shifting.

[0561] In a specific application, the first transmission group 45 connects the first rotating shaft 42 and the second rotating shaft 43, or the second transmission group 46 connects the first rotating shaft 42 and the second rotating shaft 43, and the disconnect mechanism 47 controls the connection or separation of the first rotating shaft 42 and the second rotating shaft 43 through the first transmission group 45 or the second transmission group 46.

[0562] As shown in FIG. 35, in some embodiments of the present application, the disconnect mechanism 47 is a bidirectional clutch or a synchronizer.

[0563] In the embodiments of the present application, the disconnect mechanism 47 is a bidirectional clutch or a synchronizer, so that the selection range of the disconnect mechanism 47 is more extensive, and those skilled in the art can select according to the needs.

[0564] It needs to be explained that the bidirectional clutch is a device used in the transmission system, which can realize quick connection and separation between two rotating parts. It can be used in the transmission system of cars, motorcycles, ships and other motor vehicles to ensure smooth acceleration and smooth gear shifting. The bidirectional clutch can connect or separate another rotating part while one rotating part is still running, thereby realizing smooth power transmission and gear shifting process. This device can improve the efficiency and performance of the transmission system, while also reducing the operating burden of the driver.

[0565] The main function of the synchronizer is to help realize smooth gear shifting. It ensures the correct matching of gears during gear shifting by synchronizing the rotating speed of the gear to be shifted in and the current gear, thereby prolonging the service life of the gearbox and clutch.

[0566] As shown in FIG. 35, in some embodiments of the present application, the first transmission group 45 includes a first gear 451 and a second gear 452, the first gear 451 is connected with the first rotating shaft 42, and the second gear 452 is sleeved on the second rotating shaft 43; the first gear 451 is engaged with the second gear 452; the second transmission group 46 includes a third gear 461 and a fourth gear 462, the third gear 461 is connected with the first rotating shaft 42, and the fourth gear 462 is sleeved on the second rotating shaft 43; the third gear 461 is engaged with the fourth gear 462; the disconnect mechanism 47 can selectively engage or separate the second gear 452 or the fourth gear 462 with the second rotating shaft 43.

[0567] In the embodiment of the present application, when the disengaging mechanism 47 engages the second gear 452 with the second rotating shaft 43, the torque of the engine 2 is transmitted to the second rotating shaft 43 through the first rotating shaft 42, the first gear 451, the second gear 452, and then transmitted to the output end 5; when the disengaging mechanism 47 engages the fourth gear 462 with the second rotating shaft 43, the torque of the engine 2 is transmitted to the second rotating shaft 43 through the first rotating shaft 42, the third gear 461, the fourth gear 462, and then transmitted to the output end 5; thereby realizing power transmission in different gears, so that the engine 2 can be in high-efficiency operation according to the actual working condition, and the fuel economy is improved.

[0568] In actual application, the output end 5 is provided with a ninth gear 51, and the second rotating shaft is provided with a tenth gear 52, the ninth gear 51 is engaged with the tenth gear, thereby realizing the connection between the second rotating shaft 43 and the output end 5, the connection between the output end 5 and the differential 7, and thereby driving the vehicle to run.

[0569] Specifically, the transmission system of the present application has the following modes:

[0570] As shown in FIG. 40, the engine direct drive mode 1 (no power generation), the power transmission route is as follows: engine 2→first rotating shaft 42→first gear 451→second gear 452→disengaging mechanism 47→second rotating shaft 43→tenth gear 52→ninth gear 51→output end 5→differential 7. In this mode, the second connecting unit 12 in the disengaging unit 1 is separated from the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, and the disengaging mechanism 47 engages the second gear 452 with the second rotating shaft 43.

[0571] As shown in FIG. 41, the engine direct drive mode 2 (no power generation), the power transmission route is as follows: engine 2→first rotating shaft 42→third gear 461→fourth gear 462→disengaging mechanism 47→second rotating shaft 43→tenth gear 52→ninth gear 51→output end 5→differential 7. In this mode, the second connecting unit 12 in the disengaging unit 1 is separated from the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, and the disengaging mechanism 47 engages the fourth gear 462 with the second rotating shaft 43.

[0572] As shown in FIG. 42, the engine direct drive mode 3 (power generation), the power transmission route is as follows: engine 2→ first rotating shaft 42→ first gear 451→ second gear 452→ disconnecting mechanism 47→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; engine 2→ fifth gear 31→ sixth gear 32→ first motor. In this mode, the second connecting unit 12 of the disconnecting unit 1 is engaged with the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, and the disconnecting mechanism 47 engages the second gear 452 with the second rotating shaft 43.

[0573] As shown in FIG. 43, the engine direct drive mode 4 (power generation), the power transmission route is as follows: engine 2→ first rotating shaft 42→ third gear 461→ fourth gear 462→ disconnecting mechanism 47→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; engine 2→ fifth gear 31→ sixth gear 32→ first motor. In this mode, the second connecting unit 12 of the disconnecting unit 1 is engaged with the first connecting unit 11, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, and the disconnecting mechanism 47 engages the fourth gear 462 with the second rotating shaft 43.

[0574] As shown in FIG. 35, in some embodiments of the present application, the transmission system further comprises a second motor connecting shaft 63, which is connected with the output end 5, the second rotating shaft 43 or is adapted to be connected with the differential 7 for outputting power.

[0575] In embodiments of the present application, by providing the second motor connecting shaft 63, the second motor connecting shaft 63 can be connected with the output end 5, the second rotating shaft 43 or is adapted to be connected with the differential 7, thereby realizing a hybrid power system to realize power driving in multiple modes.

[0576] In some embodiments of the present application, the transmission system further comprises a second motor 6 connected with the second motor connecting shaft 63.

[0577] In specific applications, the second motor 6 connected with the second motor connecting shaft 63 can be coaxial connection or gear transmission connection, which can be set by those skilled in the art according to the needs, and the present application does not limit this.

[0578] Specifically, by providing the engine 2, the first motor 3 and the second motor 6, the transmission system of the present application has multiple working modes, and the use of multiple working modes can optimize the best working point of the engine 2 in real time, improve fuel economy; at the same time, the output mode of the second motor 6 is matched, and the power is strong.

[0579] As shown in FIG. 35, in some embodiments of the present application, the transmission system further comprises a seventh gear 61 and an eighth gear 62, the transmission unit 4 comprises a second rotating shaft 43 connected with the output end 5, the seventh gear 61 is connected with the second motor connecting shaft 63, the eighth gear is connected with the second rotating shaft 43, and the seventh gear 61 is engaged with the eighth gear 62.

[0580] In the embodiments of the present application, by arranging the gear pair of the seventh gear 61 and the eighth gear 62 which are engaged at all times between the second motor connecting shaft 63 and the output end 5, the direct connection between the second motor connecting shaft 63 and the output end 5 is avoided, and the layout according to the space in the vehicle is facilitated, and the flexibility is improved.

[0581] In specific applications, as shown in FIG. 35, the transmission system further comprises the following modes:

[0582] As shown in FIG. 44, in the second motor direct drive mode, the power transmission route is as follows: the second motor connecting shaft 6→the seventh gear 61→the eighth gear 62→the second rotating shaft 43→the tenth gear 52→the ninth gear 51→the output end 5→the differential 7. In this mode, the second motor 6 directly drives the vehicle to run, the engine 2 is not working, and the second gear 452 and the fourth gear 462 are both separated from the second rotating shaft 43 under the control of the disconnecting mechanism 47, so as to avoid power loss in transmission.

[0583] As shown in FIG. 45, in the series mode, the power transmission route is as follows: the engine 2→the fifth gear 31→the sixth gear 32→the first motor; the second motor connecting shaft 6→the seventh gear 61→the eighth gear 62→the second rotating shaft 43→the tenth gear 52→the ninth gear 51→the output end 5→the differential 7. In this mode, the second connecting unit 12 of the disconnecting unit 1 is engaged with the first connecting unit, and the clutch 41 separates the engine connecting shaft 21 from the first rotating shaft 42.

[0584] As shown in FIG. 46, in the parallel mode 1 (without power generation), the power transmission route is as follows: the engine 2→the first rotating shaft 42→the first gear 451→the second gear 452→the disconnecting mechanism 47→the second rotating shaft 43→the tenth gear 52→the ninth gear 51→the output end 5→the differential 7; the second motor connecting shaft 6→the seventh gear 61→the eighth gear 62→the second rotating shaft 43→the tenth gear 52→the ninth gear 51→the output end 5→the differential 7. In this mode, the second connecting unit 12 of the disconnecting unit 1 is separated from the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, the disconnecting mechanism 47 engages the second gear 452 with the second rotating shaft 43, and the engine 2 and the second motor 6 drive the vehicle to run at the same time.

[0585] As shown in Fig. 47, parallel mode 2 (no power generation), the power transmission route is as follows: engine 2→ first rotating shaft 42→ third gear 461→ fourth gear 462→ disconnecting mechanism 47→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; second motor connecting shaft 6→ seventh gear 61→ eighth gear 62→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7. In this mode, the second connecting unit 12 of the disconnecting unit 1 is separated from the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, the disconnecting mechanism 47 engages the second gear 452 with the second rotating shaft 43, and the engine 2 and the second motor 6 drive the vehicle to run at the same time.

[0586] As shown in Fig. 48, parallel mode 3 (power generation), the power transmission route is as follows: engine 2→ first rotating shaft 42→ first gear 451→ second gear 452→ disconnecting mechanism 47→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; second motor connecting shaft 6→ seventh gear 61→ eighth gear 62→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; engine 2→ fifth gear 31→ sixth gear 32→ first motor. In this mode, the second connecting unit 12 of the disconnecting unit 1 is engaged with the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, the disconnecting mechanism 47 engages the second gear 452 with the second rotating shaft 43, the engine 2 and the second motor 6 drive the vehicle to run at the same time, and the engine 2 drives the first motor 3 to generate power.

[0587] As shown in Fig. 49, parallel mode 4 (power generation), the power transmission route is as follows: engine 2→ first rotating shaft 42→ third gear 461→ fourth gear 462→ disconnecting mechanism 47→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; second motor connecting shaft 6→ seventh gear 61→ eighth gear 62→ second rotating shaft 43→ tenth gear 52→ ninth gear 51→ output end 5→ differential 7; engine 2→ fifth gear 31→ sixth gear 32→ first motor. In this mode, the second connecting unit 12 of the disconnecting unit 1 is engaged with the first connecting unit, the clutch 41 engages the engine connecting shaft 21 with the first rotating shaft 42, the disconnecting mechanism 47 engages the fourth gear 462 with the second rotating shaft 43, the engine 2 and the second motor 6 drive the vehicle to run at the same time, and the engine 2 drives the first motor 3 to generate power.

[0588] Thus, the transmission system of the present application can realize multiple working modes, so that the optimal working point of the engine 2 can be optimized in real time, and the fuel economy is improved; at the same time, the second motor connecting shaft output mode is matched, and better power performance is achieved.

[0589] In some embodiments of the present application, a vehicle is also provided, comprising the transmission system according to any one of the above embodiments.

[0590] In the embodiments of the present application, the transmission system comprises an engine connecting shaft 21, the disconnecting unit 1, a first motor connecting shaft 33 and an output end 5; the disconnecting unit 1 is connected with the engine connecting shaft 21, the first motor connecting shaft 33 and the output end 5 respectively; the engine connecting shaft 21 has an angle a with the power output direction Y of the output end 5, and the first motor connecting shaft 33 is adapted to be connected with the first motor 3, and the first motor 3 is at least used for generating electricity. In this way, the engine connecting shaft 21 does not always drag the first motor 3, the transmission efficiency is improved, and the equipment loss is reduced. The engine connecting shaft 21 has an angle a with the power output direction Y of the output end, which is beneficial to the weight layout of the vehicle in the longitudinal direction.

[0591] Other configurations of the transmission system and the vehicle according to the embodiments of the present application, such as clutches, synchronizers and differentials, are known to those skilled in the art, and will not be described in detail here.

[0592] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily mean the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be appropriately combined in any one or more embodiments or examples.

[0593] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and purposes of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A transmission system wherein, The transmission system comprises: a bidirectional disconnecting mechanism (1), an engine shaft (21), a first motor shaft (32) and an output end (5); the bidirectional disconnecting mechanism (1) is connected with the engine shaft (21), the first motor shaft (32) and the output end (5) respectively, and is used for at least achieving engagement or disengagement between the engine shaft (21) and the first motor shaft (32), or the engine shaft (21) and the output end (5). the first motor shaft (32) is a shaft used for at least achieving power generation.

2. The transmission system of claim 1, wherein, the bidirectional disconnecting mechanism (1) comprises a first connecting unit (11), a second connecting unit (12) and a third connecting unit (13); the second connecting unit (12) is movably arranged between the first connecting unit (11) and the third connecting unit (13), and at least achieves engagement between the second connecting unit (12) and the first connecting unit (11), or engagement between the second connecting unit (12) and the third connecting unit (13).

3. The transmission system of claim 2, wherein, the first connecting unit (11) is connected with the output end (5); the second connecting unit (12) is also connected with the engine shaft (21); in the case that the second connecting unit (12) is engaged with the first connecting unit (11), the torque on the engine shaft (21) is transmitted to the output end (5) for output; the third connecting unit (13) is connected with the first motor shaft (32); in the case that the second connecting unit (12) is engaged with the third connecting unit (13), the torque of the engine shaft (21) is transmitted to the first motor shaft (32).

4. The transmission system of claim 3, wherein, the transmission system further comprises an output transmission group (4) connected between the engine shaft (21) and the output end (5), and used for transmitting the torque of the engine shaft (21) to the output end (5).

5. The transmission system of claim 4, wherein, the output transmission group (4) is at least partially connected with the first connecting unit; in the case that the second connecting unit (12) is engaged with the first connecting unit (11), the output transmission group is engaged with the engine shaft (21).

6. The transmission system of claim 4, wherein, the output end (5) comprises a rotating shaft (51) and a fifth transmission group (52); the rotating shaft (51) is arranged on the rotating shaft (51) and is adapted to be connected with a differential (6).

7. The transmission system of claim 6, wherein, the output transmission group (4) comprises a first transmission group (41); the first transmission group (41) comprises a first gear (411) and a second gear (412); the first gear (411) is sleeved on the engine shaft (21) and is connected with the first connecting unit (11); the second gear (412) is connected with the rotating shaft (51); the first gear (411) is engaged with the second gear (412).

8. The transmission system of claim 7, wherein, the output transmission group (4) further comprises a second transmission group (42); the transmission ratio of the first transmission group (41) is not equal to the transmission ratio of the second transmission group (42). The second transmission group (42) comprises a third gear (421) and a fourth gear (422), the third gear (421) is connected with the engine shaft (21), the fourth gear (422) is connected with the rotating shaft (51), and the third gear (421) is engaged with the fourth gear (422).

9. The transmission system of claim 8, wherein, The output transmission group (4) further comprises a disconnecting mechanism (43), which is arranged on the rotating shaft (51) and can selectively engage or disengage the second gear (412) or the fourth gear (422) with the rotating shaft (51).

10. The transmission system of claim 9, wherein, The disconnecting mechanism (43) is at least one of a one-way clutch, a synchronizer and a two-way clutch.

11. The transmission system of claim 10, wherein, When the disconnecting mechanism (43) is a one-way clutch, the third gear (421) is fixedly connected with the engine shaft (21), the fourth gear (422) is sleeved on the rotating shaft (51), and the disconnecting mechanism (43) selectively engages or disengages the fourth gear (422) with the rotating shaft (51). When the disconnecting mechanism (43) controls the engagement of the fourth gear (422) with the rotating shaft (51), the second connecting unit (12) is disconnected with the first connecting unit (11).

12. The transmission system of claim 11, wherein, When the disconnecting mechanism (43) controls the engagement of the fourth gear (422) with the rotating shaft (51), the second connecting unit (12) is selectively engaged or disengaged with the third connecting unit (13).

13. The transmission system of claim 10, wherein, When the disconnecting mechanism (43) is a synchronizer or a two-way clutch, the second gear (412) is sleeved on the rotating shaft (51); the third gear (421) is sleeved on the engine shaft (21) and connected with the first connecting unit (11), the fourth gear (422) is sleeved on the rotating shaft (51), and the disconnecting mechanism (43) is arranged between the second gear (412) and the fourth gear (422) and can selectively engage or disengage the second gear (412) or the fourth gear (422) with the rotating shaft (51).

14. The transmission system of claim 13, wherein, When the disconnecting mechanism (43) controls the engagement of the second gear (412) or the fourth gear (422) with the rotating shaft (51), the second connecting unit (12) is engaged with the first connecting unit (11).

15. The transmission system of claim 2, wherein, A third transmission group (31) is further included, which is arranged between the two-way disconnecting mechanism (1) and the first motor shaft (32) and is used for transmitting the torque of the engine shaft (21) to the first motor shaft (32).

16. The transmission system of claim 15, wherein, The third transmission group (31) comprises a fifth gear (311) and a sixth gear (312), the fifth gear (311) is sleeved on the engine shaft (21) and connected with the third connecting unit (13), the sixth gear (312) is fixedly connected with the first motor shaft (32), and the fifth gear (311) is engaged with the sixth gear (312).

17. The transmission system of any one of claims 1-16, wherein, The transmission system further comprises a second motor shaft (72), which is connected with the output end (5) and used for outputting power to the output end (5). Alternatively, the second motor shaft (72) is adapted to be connected with a wheel end and used for outputting power to the wheel end.

18. The transmission system of claim 17, wherein, The transmission system further comprises a fourth transmission group (71), which is arranged between the second motor shaft (72) and the output end (5) or wheel end and used for transmitting torque of the second motor shaft (72) to the output end (5) or wheel end.

19. The transmission system of claim 17, wherein, The transmission system further comprises a second motor (7), which is connected with the second motor shaft (72).

20. The transmission system of claim 1, wherein, The transmission system further comprises an engine (2), which is connected with the engine shaft (21).

21. The transmission system of claim 1, wherein, The transmission system further comprises a first motor (3), which is connected with the first motor shaft (32) and used at least for power generation.

22. A vehicle, wherein, The transmission system comprises the transmission system according to any one of claims 1-21.

23. A power system, wherein, The transmission system comprises a bidirectional on-off mechanism (50), a first shaft (11), a second shaft (21) and an output end (40), The bidirectional on-off mechanism (50) is connected with the first shaft (11), the second shaft (21) and the output end (40), and the first shaft (11) is connectable with the second shaft (21) and / or the output end (40) through the bidirectional on-off mechanism (50); The first shaft (11) is a shaft connected with an engine (10), and the second shaft (21) is a shaft connected with a target motor used at least for power generation.

24. The power system of claim 23, wherein, The bidirectional on-off mechanism (50) comprises a first clutch (51), wherein The first clutch (51) is arranged between the first shaft (11) and the second shaft (21) and used for connecting the first shaft (11) and the second shaft (21) or disconnecting the first shaft (11) and the second shaft (21).

25. The power system of claim 24, wherein, The first clutch (51) comprises a first connecting piece (511) and a first clutch piece (512), wherein The first connecting piece (511) is connected with the first shaft (11), and the first clutch piece (512) is connected with the second shaft (21); The first connecting piece (511) is selectively engaged with or disconnected from the first clutch piece (512).

26. The power system of claim 25, wherein, The first clutch piece (512) comprises a first gear (61) sleeved on the first shaft (11); In the axial direction of the first shaft (11), the first connecting piece (511) is movably connected with the first shaft (11) to engage or disconnect the first gear (61) and the first shaft (11).

27. The power system of claim 26, wherein, The power system further comprises a second gear (62) sleeved on the second shaft (21) and fixedly connected to the second shaft (21), and the second gear (62) is engaged with the first gear (61); When the first connecting piece (511) is engaged with the first gear (61), the first connecting piece (511) is in a first position close to the first gear (61), and when the first connecting piece (511) is disengaged from the first gear (61), the first connecting piece (511) is in a second position away from the first gear (61).

28. The power system of claim 27, wherein, The power system further comprises a first driving assembly (80), wherein The first driving assembly (80) is arranged on the side of the first connecting piece (511) away from the first gear (61), and the first driving assembly (80) is used to drive the first connecting piece (511) to engage with the first gear (61).

29. The power system of any one of claims 23-28, wherein, The bidirectional on-off mechanism (50) further comprises a second clutch (52) and a fourth shaft (41), wherein the fourth shaft (41) is a shaft connected with the output end (40), and The second clutch (52) is arranged between the first shaft (11) and the fourth shaft (41), and the second clutch (52) is used to connect the first shaft (11) and the fourth shaft (41), or disconnect the connection between the first shaft (11) and the fourth shaft (41).

30. The power system of claim 29, wherein, The second clutch (52) comprises a second connecting piece (521) and a second clutch piece (522), wherein The second connecting piece (521) is connected to the fourth shaft (41), and the second clutch piece (522) is connected to the first shaft (11); The second connecting piece (521) is selectively engaged with or disengaged from the second clutch piece (522).

31. The power system of claim 30, wherein, The second clutch piece (522) comprises a third gear (71) sleeved on the fourth shaft (41); In the axial direction of the fourth shaft (41), the second connecting piece (521) is movably connected to the fourth shaft (41) to engage the third gear (71) and the fourth shaft (41), or disconnect the connection between the third gear (71) and the fourth shaft (41).

32. The power system of claim 31, wherein, The power system further comprises a fourth gear (72) sleeved on the first shaft (11) and fixedly connected to the first shaft (11), and the fourth gear (72) is engaged with the third gear (71); When the second connecting piece (521) is engaged with the third gear (71), the second connecting piece (521) is in a third position close to the third gear (71), and when the second connecting piece (521) is disengaged from the third gear (71), the second connecting piece (521) is in a fourth position away from the third gear (71).

33. The power system of claim 32, wherein, The power system further comprises a second driving assembly (90), wherein The second driving assembly (90) is arranged on the side of the second connecting member (521) away from the third gear (71), and the second driving assembly (90) is used for driving the second connecting member (521) to engage with the third gear (71).

34. The power system of claim 28 or 33, wherein, The first driving assembly (80) comprises any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member. The second driving assembly (90) comprises any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

35. The power system of claim 28 or 33, wherein, The power system further comprises a first elastic member (100) arranged between the first connecting member (511) and the first gear (61), one end of the first elastic member (100) abutting against the first connecting member (511), and the other end abutting against the first gear (61), the first elastic member (100) being used for generating elastic force in the axial direction of the first shaft (11) to act on the first connecting member (511). The power system further comprises a second elastic member (110) arranged between the second connecting member (521) and the third gear (71), one end of the second elastic member (110) abutting against the second connecting member (521), and the other end abutting against the third gear (71), the second elastic member (110) being used for generating elastic force in the axial direction of the fourth shaft (41) to act on the second connecting member (521).

36. The power system of claim 23, wherein, The power system further comprises a fourth shaft (41) connected with the output end (40), and the bidirectional on-off mechanism (50) further comprises a third clutch (53) having a first side and a second side arranged oppositely. The first side is connected between the first shaft (11) and the second shaft (21), and is used for connecting the first shaft (11) and the second shaft (21), or disconnecting the connection between the first shaft (11) and the second shaft (21). The second side is connected between the first shaft (11) and the fourth shaft (41), and is used for connecting the first shaft (11) and the fourth shaft (41), or disconnecting the connection between the first shaft (11) and the fourth shaft (41).

37. The power system of claim 36, wherein, The first side of the third clutch (53) comprises a third connecting member (531) and a third clutch member (532), the third connecting member (531) is connected with the first shaft (11), and the third clutch member (532) is connected with the second shaft (21). The third connecting member (531) is selectively engaged with or disconnected from the third clutch member (532).

38. The power system of claim 37, wherein, The third clutch member (532) comprises a fifth gear (121) sleeved on the first shaft (11), and the fifth gear (121) is adapted to be connected with the second shaft (21). The third connecting member (531) is movably connected to the first shaft (11) in the axial direction of the first shaft (11) to engage or disengage the fifth gear (121) and the first shaft (11).

39. The power system of claim 38, wherein, The power system further comprises a sixth gear (122) sleeved on the second shaft (21) and fixedly connected to the second shaft (21), the sixth gear (122) being engaged with the fifth gear (121).

40. The power system of claim 39, wherein, The second side of the third clutch (53) comprises a fourth connecting member (533) and a fourth clutch member (534), the fourth connecting member (533) being connected to the first shaft (11) and the fourth clutch member (534) being connected to the fourth shaft (41). The fourth connecting member (533) is selectively engaged with or disengaged from the fourth clutch member (534).

41. The power system of claim 40, wherein, The fourth clutch member (534) comprises a seventh gear (131) sleeved on the first shaft (11) and adapted to be connected to the fourth shaft (41). The fourth connecting member (533) is movably connected to the first shaft (11) in the axial direction of the first shaft (11) to engage or disengage the seventh gear (131) and the first shaft (11).

42. The power system of claim 41, wherein, The power system further comprises an eighth gear (132) sleeved on the fourth shaft (41) and fixedly connected to the fourth shaft (41), the eighth gear (132) being engaged with the seventh gear (131).

43. The power system of claim 42, wherein, The third clutch (53) further comprises a fifth connecting member (535) disposed between the third connecting member (531) and the fourth connecting member (533) and movably connected to the first shaft (11). The fifth connecting member (535) is engaged with the third connecting member (531) or the fourth connecting member (533).

44. The power system of claim 43, wherein, When the fifth connecting member (535) is engaged with the third connecting member (531), the fifth connecting member (535) is in a fifth position close to the third connecting member (531). When the fifth connecting member (535) is engaged with the fourth connecting member (533), the fifth connecting member (535) is in a sixth position close to the fourth connecting member (533). When the fifth connecting member (535) is disengaged from the third connecting member (531) and the fourth connecting member (533), the fifth connecting member (535) is in a seventh position between the third connecting member (531) and the fourth connecting member (533).

45. The power system of claim 42, wherein, One of the seventh gears (131) and a corresponding one of the eighth gears (132) form a first gear set (130). The first gear set (130) includes multiple groups, and transmission ratios of the multiple groups of the first gear set (130) are different.

46. The power system of claim 45, wherein, One of the fifth gears (121) and a corresponding one of the sixth gears (122) form a second gear set (120).

47. The power system of claim 46, wherein, The second gear set (120) and the multiple groups of the first gear set (130) are arranged at intervals along an axial direction of the first shaft (11).

48. The power system of claim 47, wherein, The third clutch (53) is arranged between the second gear set (120) and a group of the first gear set (130) adjacent to the second gear set (120).

49. The power system of claim 45, wherein, The first gear set (130) includes multiple groups, and the power system further includes a synchronizer (140) connected to the fourth shaft (41) and located between two adjacent groups of the first gear set (130).

50. The power system of any one of claims 23-49, wherein, The power system further includes a third shaft (31) and a fourth shaft (41), the third shaft is a shaft connected with the second motor (30), the fourth shaft (41) is a shaft connected with the output end (40), and the third shaft (31) and the fourth shaft (41) are coaxial or gear-driven.

51. The power system of claim 50, wherein, The power system further includes an engine (10), a first motor (20) and a second motor (30), wherein, The first shaft (11) is connected to the engine (10), the second shaft (21) is connected to the first motor (20), and the third shaft (31) is connected to the second motor (30).

52. The power system of claim 50, wherein, The power system further includes a differential (150), and the fourth shaft (41) includes multiple fourth shafts, and the differential (150) is connected between adjacent fourth shafts (41).

53. A vehicle, wherein, The power system includes any one of claims 23-52.

54. A power system, wherein, The power system includes: A first shaft (51), the first shaft (51) is a shaft connected with an engine (50); A first motor rotor (61), the first motor rotor (61) is a rotor of a first motor (60), and the first motor (60) is used at least for power generation; A first clutch (120), the first clutch (120) is arranged between the first shaft (51) and the first motor rotor (61), and is used for coupling or decoupling the first shaft (51) and the first motor rotor (61).

55. The power system of claim 54, wherein, The first clutch (120) includes a rotor assembly (10) and a connecting piece (20), The rotor assembly (10) is connected to the first motor rotor (61), and the connecting piece (20) is connected to the first shaft (51), The connecting piece (20) is movable relative to the rotor assembly (10) to engage the rotor assembly (10) or be disconnected from the rotor assembly (10).

56. The power system of claim 55, wherein, Along a circumferential direction of the first shaft (51), the connecting piece (20) is fixedly connected to the first shaft (51); Along an axial direction of the first shaft (51), the connecting piece (20) is movably connected to the first shaft (51).

57. The power system of claim 54, wherein, The connecting piece (20) is provided with a first clamping part (21) on one side close to the rotor assembly (10), and the rotor assembly (10) is provided with a second clamping part (11) on one side close to the connecting piece (20); When the connecting piece (20) is in the first position, the first clamping part (21) is clamped in the second clamping part (11), and when the connecting piece (20) is in the second position, the first clamping part (21) is separated from the second clamping part (11).

58. The power system of claim 57, wherein, The first clamping part (21) includes one of a protrusion or a groove, and the second clamping part (11) includes the other one of a protrusion or a groove.

59. The power system of claim 57, wherein, The first clamping part (21) includes a plurality of first clamping parts (21) arranged at intervals. The second clamping part (11) also includes a plurality of second clamping parts (11), and each second clamping part (11) is arranged correspondingly to one first clamping part (21).

60. The power system of any one of claims 54-59, wherein, The first clutch (120) further comprises a driving member (30), the driving member (30) is arranged on the side of the connecting piece (20) away from the rotor assembly (10), and the driving member (30) is used to drive the connecting piece (30) to engage with the rotor assembly (10).

61. The power system of claim 60, wherein, The driving member (30) includes any one of a hydraulic driving member, an electromagnetic driving member, and a pneumatic driving member.

62. The power system of claim 61, wherein, The hydraulic driving member includes a cylinder body (31), a piston (32), and a push ring (33), wherein The piston (32) is arranged in the cylinder body (31), and along the axial direction of the first shaft (51), the piston (32) is slidingly connected to the inner wall of the cylinder body (31); One end of the push ring (33) abuts against the piston (32), and the other end abuts against the connecting piece (20).

63. The power system of claim 61, wherein, The hydraulic driving member includes a cylinder body (31) and a piston (32), wherein The piston (32) is arranged in the cylinder body (31), and along the axial direction of the first shaft (51), the piston (32) is slidingly connected to the inner wall of the cylinder body (31); The connecting piece (20) abuts against the outer side of the piston (32).

64. The power system of claim 62 or 63, wherein, The inner wall of the cylinder body (31) and the piston (32) form a first chamber (34), and the first chamber (34) is provided with a first opening (341) for injecting or discharging liquid medium into the first chamber (34) to drive the piston (32) to move along the axial direction of the first shaft (51).

65. The power system of claim 64, wherein, The first opening (341) is arranged on the cylinder body (31) and located on the side away from the piston (32).

66. The power system of claim 61, wherein, The electromagnetic driving member includes an electromagnet assembly, one end of the electromagnet assembly is connectable to the connecting piece (20) to drive the connecting piece (20) to engage with the rotor assembly (10).

67. The power system of any one of claims 54-59, wherein, The first clutch (120) further comprises an elastic member (40), The elastic member (40) is arranged between the connecting member (20) and the rotor assembly (10), one end of the elastic member (40) abuts against the connecting member (20), and the other end abuts against the rotor assembly (10), the elastic member (40) is used to generate elastic force in the axial direction of the first shaft (51) to act on the connecting member (20).

68. The power system of claim 56, wherein, The connecting member (20) and the rotor assembly (10) are sequentially arranged on the first shaft (51), and along the axial direction of the first shaft (51), the connecting member (20) is movably connected to the first shaft (51).

69. The power system of claim 68, wherein, The outer wall of the rotor assembly (10) is engaged with the first motor rotor (61).

70. The power system of claim 68, wherein, The inner wall of the rotor assembly (10) is gap-fitted with the outer wall of the first shaft (51).

71. The power system of claim 68, wherein, The rotor assembly (10) is arranged on the first shaft (51) in a loose manner.

72. The power system of claim 68, wherein, The power system further comprises a bearing (130) arranged between the inner wall of the rotor assembly (10) and the outer wall of the first shaft (51).

73. The power system of claim 68, wherein, The power system further comprises a second clutch (70) and a second shaft (91), the second shaft (91) is a shaft connected with an output end (90); The second clutch (70) is connected between the first shaft (51) and the second shaft (91) to connect the first shaft (51) and the second shaft (91), or disconnect the connection between the first shaft (51) and the second shaft (91).

74. The power system of claim 73, wherein, The power system further comprises a first gear set (80), wherein, The first gear set (80) is connected between the first shaft (51) and the second shaft (91); The second clutch (70) is connected to the first shaft (51) to engage the first gear set (80) and the first shaft (51), or disconnect the connection between the first gear set (80) and the first shaft (51).

75. The power system of claim 74, wherein, The first gear set (80) comprises a first gear (82) and a second gear (81), the first gear (82) is fixedly connected to the second shaft (91), the second gear (81) is connected to the first shaft (51), and the second gear (81) is engaged with the first gear (82); Along the axial direction of the first shaft (51), the second clutch (70) is arranged on one side of the second gear (81) and is movably connected to the first shaft (51) to engage the first shaft (51) and the second gear (81), or disconnect the connection between the first shaft (51) and the second gear (81).

76. The power system of claim 75, wherein, The power system further comprises a first gear set (80), wherein, The first gear set (80) is connected between the first shaft (51) and the second shaft (91); The second clutch (70) is connected to the second shaft (91) to engage the first gear set (80) and the second shaft (91), or disconnect the connection between the first gear set (80) and the second shaft (91).

77. The power system of claim 76, wherein, The first gear set (80) comprises a first gear (82) and a second gear (81), the first gear (82) is connected to the second shaft (91), the second gear (81) is fixedly connected to the first shaft (51), and the second gear (81) is engaged with the first gear (82); The second clutch (70) is arranged on one side of the first gear (82) along the axial direction of the second shaft (91) and is movably connected to the second shaft (91) to engage or disconnect the second shaft (91) and the first gear (82).

78. The power system of claim 68, wherein, The power system further comprises a first gear set (80) and a second shaft (91), and the second shaft (91) is a shaft connected with an output end (90); The first gear set (80) is connected between the first shaft (51) and the second shaft (91), and the first gear set (80) is located on the side of the first clutch (120) away from the rotor assembly (10).

79. The power system of claim 78, wherein, The first clutch (120) further comprises a second connecting member, wherein The second connecting member is arranged between the first gear set (80) and the connecting member (20), and is movably connected to the first shaft (51) along the axial direction of the first shaft (51) to engage or disconnect the first gear set (80) and the first shaft (51).

80. The power system of any one of claims 74-79, wherein, The first gear set (80) comprises a plurality of groups, and the transmission ratios of the plurality of groups of the first gear set (80) are different.

81. The power system of claim 80, wherein, The plurality of groups of the first gear set are arranged at intervals along the axial direction of the first shaft (51). The power system further comprises a synchronizer, the synchronizer is connected to the second shaft (91) and located between two adjacent groups of the first gear set (80).

82. The power system of claim 73, wherein, The power system further comprises a third shaft (101), and the third shaft (101) is a shaft connected with a second motor (100), wherein The third shaft (101) and the second shaft (91) are coaxial or gear driven.

83. The power system of claim 82, wherein, The power system further comprises a second gear set (110), and the second gear set (110) drives the third shaft (101) and the second shaft (91).

84. The power system of claim 83, wherein, The second gear set (110) comprises a third gear (111) and a fourth gear (112), wherein The third gear (111) is sleeved on the third shaft (101) and is fixedly connected to the third shaft (101); The fourth gear (112) is sleeved on the second shaft (91) and is fixedly connected to the second shaft (91); The fourth gear (112) is engaged with the third gear (111).

85. The power system of any one of claims 82-84, wherein, The power system further comprises a first motor (60), a second motor (100), an engine (50) and an output end (90), wherein The first motor rotor (61) is connected to the first motor (60), the third shaft (101) is connected to the second motor (100), the first shaft (51) is connected to the engine (50), and the second shaft (91) is connected to the output end (90).

86. The power system of any one of claims 73-79, wherein, The power system further comprises a differential (140), and the second shaft (91) comprises a plurality of second shafts, and the differential (140) is connected between adjacent second shafts (91).

87. A vehicle, wherein, The power system comprises any one of claims 54-86.

88. A transmission system wherein, Comprise: An engine connecting shaft (21), a disconnecting unit (1), a first motor connecting shaft (33) and an output end (5); The disconnecting unit (1) is connected with the engine connecting shaft (21), the first motor connecting shaft (33) and the output end (5) respectively; The axis direction (X) of the engine connecting shaft (21) and the power output direction (Y) of the output end (5) have an included angle (α), the first motor connecting shaft (33) is adapted to be connected to a first motor (3), and the first motor (3) is at least used for generating electricity.

89. The transmission system of claim 1, wherein, The power output direction (Y) of the output end (5) is the axis direction of the axle.

90. The transmission system of claim 88, wherein, The disconnecting unit (1) is a bidirectional disconnecting mechanism; The bidirectional disconnecting mechanism comprises a first connecting piece (103), a second connecting piece (104) and a third connecting piece (105); the second connecting piece (104) is movably arranged between the first connecting piece (103) and the third connecting piece (105), and at least the second connecting piece (104) is engaged with the first connecting piece (103), or the second connecting piece (104) is engaged with the third connecting piece (105); The first connecting piece (103) is connected with the first motor connecting shaft (33), the second connecting piece (104) is movably connected with the engine connecting shaft (21), and the third connecting piece (105) is connected with the output end (5).

91. The transmission system of claim 88, wherein, The disconnecting unit (1) comprises a disconnecting mechanism (10), The disconnecting mechanism (10) is connected between the engine connecting shaft (21) and the first motor connecting shaft (33), and is used for realizing the connection or separation of the engine connecting shaft (21) and the first motor connecting shaft (33).

92. The transmission system of claim 91, wherein, The disconnecting unit (1) further comprises a clutch (41), and the clutch (41) is connected between the engine connecting shaft (21) and the output end (5), and is used for realizing the connection or separation of the engine connecting shaft (21) and the output end (5).

93. The transmission system of claim 92, wherein, The transmission system further comprises a fifth gear (31) and a sixth gear (32), the fifth gear (31) is sleeved on the engine connecting shaft (21), the sixth gear (32) is fixedly connected with the first motor connecting shaft (33), and the fifth gear (31) is engaged with the sixth gear (32).

94. The transmission system of claim 93, wherein, The disconnect mechanism (10) comprises a connecting assembly (101) movably connected to the engine connecting shaft (21) along the axis direction (X) of the engine connecting shaft (21) and selectively engaged with or disconnected from the fifth gear (31); When the connecting assembly (101) is engaged with the fifth gear (31), the engine connecting shaft (21) is connected with the first motor connecting shaft (33); when the connecting assembly (101) is disconnected from the fifth gear (31), the engine connecting shaft (21) is separated from the first motor connecting shaft (33).

95. The transmission system of claim 94, wherein, The disconnect mechanism (10) further comprises a driving assembly (13), wherein The driving assembly (13) is arranged on the side of the connecting assembly (101) away from the fifth gear (31) and is used to drive the connecting assembly (101) to engage with the fifth gear (31).

96. The transmission system of claim 95, wherein, The driving assembly (13) is at least one of a hydraulic driving assembly, an electromagnetic driving assembly and an electric driving assembly.

97. The transmission system of claim 92, wherein, The transmission system further comprises a speed change unit (4) connected between the clutch (41) and the output end (5); The speed change unit (4) comprises a first rotating shaft (42), and the clutch (41) is connected between the engine connecting shaft (21) and the first rotating shaft (42) and is used to engage or separate the engine connecting shaft (21) from the first rotating shaft (42).

98. The transmission system of claim 97, wherein, The speed change unit (4) further comprises a second rotating shaft (43) and a transmission group (44), the first rotating shaft (42) and the second rotating shaft (43) are connected through the transmission group (44), and the second rotating shaft (43) is connected to the output end (5).

99. The transmission system of claim 98, wherein, The transmission group (44) comprises a first transmission group (45), a second transmission group (46) and a disconnect mechanism (47), the transmission ratio of the first transmission group (45) is not equal to the transmission ratio of the second transmission group (46), and the disconnect mechanism (47) is arranged on the second rotating shaft (43) and is used to selectively engage or separate the first transmission group (45) or the second transmission group (46) from the second rotating shaft (43).

100. The transmission system of claim 99, wherein, The disconnect mechanism (47) is a bidirectional clutch or a synchronizer.

101. The transmission system of claim 99, wherein, The first transmission group (45) comprises a first gear (451) and a second gear (452), the first gear (451) is connected to the first rotating shaft (42), and the second gear (452) is sleeved on the second rotating shaft (43); the first gear (451) is engaged with the second gear (452).

102. The transmission system of claim 101, wherein, The second transmission group (46) comprises a third gear (461) and a fourth gear (462), the third gear (461) is connected to the first rotating shaft (42), and the fourth gear (462) is sleeved on the second rotating shaft (43); the third gear (461) is engaged with the fourth gear (462); The second transmission group (46) comprises a third gear (461) and a fourth gear (462), the third gear (461) is connected to the first rotating shaft (42), and the fourth gear (462) is sleeved on the second rotating shaft (43); the third gear (461) is engaged with the fourth gear (462); The disconnect mechanism (47) selectively engages or disengages the second gear (452) or the fourth gear (462) with the second rotating shaft (43).

103. The transmission system of any one of claims 98-102, wherein, The transmission system further comprises a second motor connecting shaft (63), which is connected with the output end (5), the second rotating shaft (43) or is adapted to be connected with a differential (7) for outputting power.

104. The transmission system of claim 103, wherein, The transmission system further comprises a seventh gear (61) and an eighth gear (62), The seventh gear (61) is connected with the second motor connecting shaft (63), the eighth gear (62) is connected with the second rotating shaft (43), and the seventh gear (61) is engaged with the eighth gear (62).

105. The transmission system of claim 103, wherein, The transmission system further comprises a second motor (6), which is connected with the second motor connecting shaft (63).

106. The transmission system of claim 88, wherein, The transmission system further comprises an engine (2), which is connected with the engine connecting shaft (21).

107. The transmission system of claim 88, wherein, The transmission system further comprises a first motor (3), which is connected with the first motor connecting shaft (33), and the first motor (3) is at least used for generating electricity.

108. A vehicle, wherein, The transmission system comprises any one of claims 88-108. The transmission system comprises any one of claims 88-108.

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