Power system and vehicle

Abstract

Disclosed are a power system and a vehicle, which relate to the field of automotive power transmission technologies. The power system includes: a first transmission mechanism, an intermediate transmission mechanism, and a second transmission mechanism that are sequentially arranged along a length direction of the vehicle. The first transmission mechanism is drivingly connected to a second motor and the intermediate transmission mechanism. A first motor is drivingly connected to the intermediate transmission mechanism. The second transmission mechanism is drivingly connected to the intermediate transmission mechanism. An engine is drivingly connected to the intermediate transmission mechanism. The first transmission mechanism, the intermediate transmission mechanism, and the second transmission mechanism are sequentially arranged along the length direction of the vehicle. On the one hand, the torque of the power generated by the second motor and the engine can be adjusted by the first transmission mechanism and the second transmission mechanism, which is beneficial for the vehicle to operate in a high-efficiency range. On the other hand, the width of the power system according to the present disclosure can also be shortened, which is beneficial for reducing the space occupied in the vehicle.

Description

Power system and automobile

[0001] The present application claims priority to the Chinese patent application No. 202410646385.2, filed on May 23, 2024, and entitled "Power system and automobile", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the field of automobile power transmission technology, in particular to a power system and an automobile. BACKGROUND

[0003] An automobile is a kind of transportation tool, which carries users or goods by generating power, so as to make them move.

[0004] The power system of an automobile generally includes a power source and a gearbox. The power source can generate driving force, and the gearbox adjusts the torque of the driving force and outputs it to the wheels, so as to adapt to the working conditions of the automobile.

[0005] In the related art, the power system occupies a large space of the automobile, and it is difficult to arrange on the automobile.

[0006] SUMMARY

[0007] In view of this, the present application provides a power system and an automobile to reduce the space occupation of the power system on the automobile.

[0008] Specifically, the technical solutions include the following:

[0009] The first aspect of the present application provides a power system applied to an automobile, which includes a first gear mechanism, an intermediate transmission mechanism, a second gear mechanism, a first motor, a second motor and an engine. The first gear mechanism, the intermediate transmission mechanism and the second gear mechanism are arranged in sequence along the length direction of the automobile. The first gear mechanism is transmissionally connected with the second motor and the intermediate transmission mechanism. The first motor is transmissionally connected with the intermediate transmission mechanism. The second gear mechanism is transmissionally connected with the intermediate transmission mechanism. The engine is transmissionally connected with the intermediate transmission mechanism.

[0010] Optionally, the first gear mechanism includes an input shaft, a first input gear, a second input gear and a first clutch unit. The second motor is transmissionally connected with one end of the input shaft. The first input gear and the second input gear are both sleeved on the input shaft and transmissionally connected with the intermediate transmission mechanism. The first clutch unit is transmissionally connected with the other end of the input shaft. The first clutch unit is respectively transmissionally connected with the first input gear and the second input gear.

[0011] Optionally, the first clutch unit comprises a first inner hub, a second inner hub and a first outer hub, the first inner hub and the second inner hub are sleeved on the input shaft, the first inner hub is fixedly connected with the first input gear, the second inner hub is fixedly connected with the second input gear, the first outer hub is fixedly connected with the other end of the input shaft, and the first inner hub and the second inner hub are capable of abutting against the first outer hub.

[0012] Optionally, the first transmission mechanism comprises an input shaft, a first input gear, a second input gear and a first synchronizer, one end of the input shaft is connected with the second motor drive, the first input gear and the second input gear are sleeved on the input shaft and are drivingly connected with the intermediate transmission mechanism, the first synchronizer is installed on the input shaft and is capable of moving along the axial direction of the input shaft to drivingly connect the first input gear and the second motor and drivingly connect the second input gear and the second motor.

[0013] Optionally, the intermediate transmission mechanism comprises a first intermediate gear, a second intermediate gear, a third intermediate gear, an intermediate shaft and a second clutch unit, the first intermediate gear, the second intermediate gear and the third intermediate gear are sleeved on the intermediate shaft, the first intermediate gear and the third intermediate gear are drivingly connected with the intermediate shaft, the first intermediate gear is meshed with the first input gear, the third intermediate gear is meshed with the second input gear, and the second clutch unit is used for drivingly connecting the second intermediate gear with the input shaft and drivingly connecting the engine with the input shaft.

[0014] Optionally, the first input gear has more teeth than the first intermediate gear, and the second input gear has less teeth than the third intermediate gear.

[0015] Optionally, the second transmission mechanism comprises a first output gear, a second output gear, a third output gear, an output shaft and a second synchronizer, the first output gear, the second output gear, the third output gear and the second synchronizer are sleeved on the output shaft, the second output gear and the second synchronizer are drivingly connected with the output shaft, the second synchronizer is capable of moving along the axial direction of the output shaft to drivingly connect the output shaft with the first output gear and drivingly connect the output shaft with the second output gear, the first output gear is meshed with the first intermediate gear, the second output gear is meshed with the second intermediate gear, and the third output gear is meshed with the third intermediate gear.

[0016] Optionally, the power system further comprises a third clutch unit, the third clutch unit being drivingly connected to the intermediate transmission mechanism and the engine, the third clutch unit being located on two sides of the second motor along a width direction of the automobile.

[0017] Optionally, the first motor is sleeved outside the third clutch unit, at least a part of the third clutch unit serving as a rotor of the first motor.

[0018] The second aspect of the application provides an automobile, the automobile comprising the power system according to the technical solution described above.

[0019] The technical solution provided by the embodiments of the application has at least the following beneficial effects: the first transmission mechanism can adjust the torque of the power generated by the second motor, and the second transmission mechanism can adjust the torque of the power passing through the intermediate transmission mechanism. The first transmission mechanism, the intermediate transmission mechanism and the second transmission mechanism are arranged in sequence along the length direction of the automobile, on the one hand, the torque adjustment of the power generated by the second motor and the engine can be realized through the first transmission mechanism and the second transmission mechanism, which is conducive to the driving of the automobile in the high-efficiency range, and on the other hand, the width of the power system of the application can be shortened, which is conducive to reducing the space occupation of the automobile. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can also be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0021] Fig. 1 is a structural schematic view of a power system provided by an embodiment of the application;

[0022] Fig. 2 is a structural schematic view of another power system provided by an embodiment of the application;

[0023] Fig. 3 is a structural schematic view of another power system provided by an embodiment of the application;

[0024] Fig. 4 is a full cross-sectional view of a first clutch unit provided by an embodiment of the application.

[0025] The reference signs in the drawings represent respectively:

[0026] 1, first transmission mechanism; 11, input shaft; 12, first input gear; 13, second input gear; 14, first clutch unit; 140, first cavity; 141, first inner hub; 142, second inner hub; 143, first outer hub; 144, first spring; 15, first synchronizer;

[0027] 2. Intermediate transmission mechanism; 21, first intermediate gear; 22, second intermediate gear; 23, third intermediate gear; 24, intermediate shaft; 25, second clutch unit; 251, second outer hub; 252, third inner hub; 253, fourth inner hub;

[0028] 3. Second transmission mechanism; 31, first output gear; 32, second output gear; 33, third output gear; 34, output shaft; 35, second synchronizer;

[0029] 4. First electric motor;

[0030] 5. Second electric motor;

[0031] 6. Engine;

[0032] 7. Third clutch unit; 71, third outer hub; 72, fifth inner hub.

[0033] The specific embodiments of the present application have been shown in the above drawings, and will be described in more detail hereinafter. These drawings and the written description are not intended to restrict the scope of the present application in any way, but to illustrate the concept of the present application by reference to specific embodiments. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solutions and advantages of the present application more clear, the embodiments of the present application will be described in more detail below with reference to the drawings.

[0035] The first aspect of the present application provides a power system applied to a vehicle, as shown in FIG. 1, the power system comprises a first transmission mechanism 1, an intermediate transmission mechanism 2, a second transmission mechanism 3, a first electric motor 4, a second electric motor 5 and an engine 6. Among them, the first transmission mechanism 1, the intermediate transmission mechanism 2 and the second transmission mechanism 3 are arranged in sequence along the length direction of the vehicle. The first transmission mechanism 1 is drivingly connected with the second electric motor 5 and the intermediate transmission mechanism 2. The first electric motor 4 is drivingly connected with the intermediate transmission mechanism 2. The second transmission mechanism 3 is drivingly connected with the intermediate transmission mechanism 2. The engine 6 is drivingly connected with the intermediate transmission mechanism 2.

[0036] It can be understood that the first transmission mechanism 1 can adjust the torque of the power generated by the second electric motor 5, and the second transmission mechanism 3 can adjust the torque of the power passing through the intermediate transmission mechanism 2. The first transmission mechanism 1, the intermediate transmission mechanism 2 and the second transmission mechanism 3 are arranged in sequence along the length direction of the vehicle, on the one hand, the torque adjustment of the power generated by the second electric motor 5 and the engine 6 can be realized through the first transmission mechanism 1 and the second transmission mechanism 3, which is conducive to the vehicle driving in the high efficiency interval, on the other hand, the width of the power system of the present application can be shortened, which is conducive to reducing the space occupation of the vehicle.

[0037] In the related art, the width of the power system is mainly affected by the gearbox. The gearbox is generally arranged on the shaft, and different gears are arranged on the shaft to form a transmission with the power source and the wheels to adjust the torque. Since a certain gap is required between the gears, the shaft is relatively long, and the shaft generally extends along the width direction of the vehicle frame, so that the power system occupies a large space in the width direction of the vehicle frame.

[0038] The present application shortens the overall width by splitting the gearbox into a first transmission mechanism 1, an intermediate transmission mechanism 2, and a second transmission mechanism 3, and arranging the three mechanisms along the length direction of the vehicle, thereby reducing the space occupation of the vehicle.

[0039] In the embodiment of the present application, the engine 6 is located on one side of the intermediate transmission mechanism 2.

[0040] In the embodiment of the present application, the second motor 5 can be used as a driving motor, and the first motor 4 can be used as a generator.

[0041] In some embodiments of the present application, as shown in FIG. 2, the first transmission mechanism 1 includes an input shaft 11, a first input gear 12, a second input gear 13, and a first clutch unit 14. The second motor 5 is connected in transmission with one end of the input shaft 11. The first input gear 12 and the second input gear 13 are both sleeved on the input shaft 11 and connected in transmission with the intermediate transmission mechanism 2. The first clutch unit 14 is connected in transmission with the other end of the input shaft 11, and the first clutch unit 14 is connected in transmission with the first input gear 12 and the second input gear 13, respectively.

[0042] It can be understood that the second motor 5 located at one end of the input shaft 11 can support the input shaft 11 and also realize power transmission of the input shaft 11. This is conducive to the first input gear 12 and the second input gear 13 transmitting power from the second motor 5 to the intermediate transmission mechanism 2 and adjusting the power. The first clutch unit 14 can realize power transmission and cutting-off of the first input gear 12 and the input shaft 11 and realize power transmission and cutting-off of the second input gear 13 and the input shaft 11. The first clutch unit 14 is located at the other end of the input shaft 11, which is conducive to the input shaft 11 supporting the first unit.

[0043] In the embodiment of the present application, the first input gear 12 and the second input gear 13 can be meshed with the intermediate transmission mechanism 2 to realize transmission.

[0044] In the embodiment of the present application, the number of teeth of the first input gear 12 is greater than the number of teeth of the second input gear 13, and the first input gear 12 is farther away from the first clutch unit 14 than the second input gear 13, so as to be conducive to dispersing the weight loaded on the input shaft 11.

[0045] In the embodiments of the present application, a bearing can be arranged between the first input gear 12 and the input shaft 11, so that the first input gear 12 and the input shaft 11 can rotate relative to each other when the first clutch unit 14 separates them.

[0046] In the embodiments of the present application, a bearing can be arranged between the second input gear 13 and the input shaft 11, so that the second input gear 13 and the input shaft 11 can rotate relative to each other when the first clutch unit 14 separates them.

[0047] In some embodiments of the present application, as shown in FIG. 4, the first clutch unit 14 includes a first inner hub 141, a second inner hub 142, and a first outer hub 143. The first inner hub 141 and the second inner hub 142 are both sleeved on the input shaft 11. The first inner hub 141 is fixedly connected with the first input gear 12, and the second inner hub 142 is fixedly connected with the second input gear 13. The first outer hub 143 is fixedly connected with the other end of the input shaft 11. The first inner hub 141 and the second inner hub 142 can abut against the first outer hub 143.

[0048] It can be understood that when the first inner hub 141 abuts against the first outer hub 143, the input shaft 11 can drive the first input gear 12 to rotate, so that the power transmission can be realized. Correspondingly, when the second inner hub 142 abuts against the first outer hub 143, the input shaft 11 can drive the second input gear 13 to rotate, so that the power transmission can be realized.

[0049] In the embodiments of the present application, the first inner hub 141 can be fixedly connected with the first input gear 12 by welding or the like.

[0050] In the embodiments of the present application, the second inner hub 142 can be fixedly connected with the second input gear 13 by welding or the like.

[0051] In the embodiments of the present application, as shown in FIG. 4, the first outer hub 143 and the first inner hub 141 can surround a first cavity 140 that can be filled with liquid. By filling the first cavity 140 with liquid, the volume of the first cavity 140 can be expanded, and the first outer hub 143 and the first inner hub 141 can be abutted. By removing the liquid in the first cavity 140, the first outer hub 143 and the first inner hub 141 can be separated. The first inner hub 141 can move relative to the first outer hub 143, so as to expand the volume of the first cavity 140. The first outer hub 143 and the first inner hub 141 are also connected by a first spring 144. After the liquid is removed, the first spring 144 can drive the first inner hub 141 to reset, so that the first cavity 140 returns to the original state.

[0052] In the embodiment of the present application, a plurality of friction plates can be arranged between the first inner hub 141 and the first outer hub 143. The friction plates can be driven by the first inner hub 141 to contact the first outer hub 143, so as to generate friction force and hinder the relative rotation between the first inner hub 141 and the first outer hub 143.

[0053] In the embodiment of the present application, a second cavity which can be filled with liquid can be formed between the first outer hub 143 and the second inner hub 142. By filling the second cavity with liquid, the volume of the second cavity can be expanded, and the first outer hub 143 and the second inner hub 142 can be brought into abutment. By removing the liquid in the second cavity, the first outer hub 143 and the second inner hub 142 can be separated. The second inner hub 142 can move relative to the first outer hub 143, so as to expand the volume of the second cavity. The first outer hub 143 and the second inner hub 142 are further connected by a second spring. After the liquid is removed, the second spring can drive the second inner hub 142 to reset, so that the second cavity returns to the original state.

[0054] In the embodiment of the present application, a plurality of friction plates can be arranged between the second inner hub 142 and the first outer hub 143. The friction plates can be driven by the second inner hub 142 to contact the first outer hub 143, so as to generate friction force and hinder the relative rotation between the second inner hub 142 and the first outer hub 143.

[0055] In some embodiments of the present application, as shown in FIG. 3, the first transmission mechanism 1 includes an input shaft 11, a first input gear 12, a second input gear 13 and a first synchronizer 15. One end of the input shaft 11 is connected to the second motor 5 in transmission. The first input gear 12 and the second input gear 13 are sleeved on the input shaft 11 and connected to the intermediate transmission mechanism 2 in transmission. The first synchronizer 15 is installed on the input shaft 11 and can move along the axial direction of the input shaft 11, so as to be connected in transmission between the first input gear 12 and the second motor 5, and between the second input gear 13 and the second motor 5.

[0056] It can be understood that the first synchronizer 15 can realize the transmission between the first input gear 12 and the input shaft 11, and between the second input gear 13 and the input shaft 11 by moving, so as to facilitate the first transmission mechanism 1 to transmit the power from the second motor 5.

[0057] In the embodiment of the present application, the number of teeth of the first input gear 12 is greater than the number of teeth of the second input gear 13, and the first input gear 12 is closer to the second motor 5 than the second input gear 13.

[0058] In some embodiments of the present application, as shown in FIG. 2, the intermediate transmission mechanism 2 comprises a first intermediate gear 21, a second intermediate gear 22, a third intermediate gear 23, an intermediate shaft 24, and a second clutch unit 25, the first intermediate gear 21, the second intermediate gear 22, and the third intermediate gear 23 are sleeved on the intermediate shaft 24, the first intermediate gear 21 and the third intermediate gear 23 are in driving connection with the intermediate shaft 24, the first intermediate gear 21 is in meshing connection with the first input gear 12, the third intermediate gear 23 is in meshing connection with the second input gear 13, the second clutch unit 25 is used for driving connection between the second intermediate gear 22 and the input shaft 11, and driving connection between the engine 6 and the input shaft 11.

[0059] It can be understood that the first intermediate gear 21, the second intermediate gear 22, and the third intermediate gear 23 can be used to transmit driving force from the engine 6 and the second motor 5, wherein the number of teeth of the three gears are different to adjust the degree of torque of the driving force. The three gears can also be combined with the first transmission mechanism 1 to form a power system with more speed ratios than the power system with only the intermediate transmission mechanism 2, which is conducive to the power system of the present application to adapt to complex road conditions.

[0060] In the embodiments of the present application, the second clutch unit 25 comprises a second outer hub 251, a third inner hub 252, and a fourth inner hub 53, the power system comprises a third clutch unit 7, the third clutch unit 7 comprises a third outer hub 71 and a fifth inner hub 72, the fifth outer hub is fixedly connected with the second outer hub 251, the fifth inner hub 72 is fixedly connected with the crankshaft of the engine 6, the third outer hub 71 and the fifth inner hub 72 abutting each other can realize driving connection between the engine 6 and the second outer hub 251, the third inner hub 252 is fixedly connected with the intermediate shaft 24, the fourth inner hub 53 is fixedly connected with the second intermediate gear 22, the third inner hub 252 and the fourth inner hub 53 can respectively abut against the second outer hub 251 to realize driving connection between the second intermediate gear 22 and the input shaft 11, and driving connection between the first motor 4 and the input shaft 11.

[0061] In the embodiments of the present application, a third cavity can be formed between the second outer hub 251 and the third inner hub 252, which can be filled with liquid. By filling the third cavity with liquid, the volume of the third cavity can be expanded, and the second outer hub 251 and the third inner hub 252 can be brought into abutment. By removing the liquid in the third cavity, the second outer hub 251 and the third inner hub 252 can be separated. The third inner hub 252 can move relative to the second outer hub 251 to expand the volume of the third cavity. The second outer hub 251 and the third inner hub 252 are also connected by a third spring, which can drive the third inner hub 252 to return to its original position after the liquid is removed, so that the third cavity returns to its original state.

[0062] In the embodiment of the present application, a plurality of layers of friction plates can be arranged between the third inner hub 252 and the second outer hub 251. The friction plates can be in contact with the second outer hub 251 under the driving of the third inner hub 252, so as to generate friction force and hinder the relative rotation between the third inner hub 252 and the second outer hub 251.

[0063] In the embodiment of the present application, a fourth cavity which can be filled with liquid can be formed between the second outer hub 251 and the fourth inner hub 53. The volume of the fourth cavity can be expanded by filling the liquid into the fourth cavity, and the second outer hub 251 and the fourth inner hub 53 can be abutted. The second outer hub 251 and the fourth inner hub 53 can be separated by drawing the liquid out of the fourth cavity. The fourth inner hub 53 can move relative to the second outer hub 251, so as to expand the volume of the fourth cavity. The second outer hub 251 and the fourth inner hub 53 are further connected by a fourth spring. The fourth spring can drive the fourth inner hub 53 to reset after the liquid is drawn out, so that the fourth cavity returns to the original state.

[0064] In the embodiment of the present application, a plurality of layers of friction plates can be arranged between the fourth inner hub 53 and the second outer hub 251. The friction plates can be in contact with the second outer hub 251 under the driving of the fourth inner hub 53, so as to generate friction force and hinder the relative rotation between the fourth inner hub 53 and the second outer hub 251.

[0065] In the embodiment of the present application, a fifth cavity which can be filled with liquid can be formed between the third outer hub 71 and the fifth inner hub 72. The volume of the fifth cavity can be expanded by filling the liquid into the fifth cavity, and the third outer hub 71 and the fifth inner hub 72 can be abutted. The third outer hub 71 and the fifth inner hub 72 can be separated by drawing the liquid out of the fifth cavity. The fifth inner hub 72 can move relative to the second outer hub 251, so as to expand the volume of the fifth cavity. The third outer hub 71 and the fifth inner hub 72 are further connected by a fifth spring. The fifth spring can drive the fifth inner hub 72 to reset after the liquid is drawn out, so that the fifth cavity returns to the original state.

[0066] In the embodiment of the present application, a plurality of layers of friction plates can be arranged between the fifth inner hub 72 and the third outer hub 71. The friction plates can be in contact with the third outer hub 71 under the driving of the fifth inner hub 72, so as to generate friction force and hinder the relative rotation between the fifth inner hub 72 and the third outer hub 71.

[0067] In some embodiments of the present application, the number of teeth of the first input gear 12 is greater than the number of teeth of the first intermediate gear 21, and the number of teeth of the second input gear 13 is less than the number of teeth of the third intermediate gear 23.

[0068] It can be understood that the number of teeth of the first input gear 12 is more than the number of teeth of the first intermediate gear 21, which is conducive to the intermediate transmission mechanism 2 to obtain a higher rotating speed than the input shaft 11, and the number of teeth of the second input gear 13 is less than the number of teeth of the third intermediate gear 23, which is conducive to the intermediate transmission mechanism 2 to obtain a greater torque than the input shaft 11. By inputting power with a significant difference in size to the intermediate transmission mechanism 2, the power system of the present application is conducive to driving in the high-efficiency range under different road conditions.

[0069] In some embodiments of the present application, as shown in FIG. 2, the second transmission mechanism 3 includes a first output gear 31, a second output gear 32, a third output gear 33, an output shaft 34, and a second synchronizer 35, the first output gear 31, the second output gear 32, the third output gear 33, and the second synchronizer 35 are all sleeved on the output shaft 34, the second output gear 32 and the second synchronizer 35 are both in driving connection with the output shaft 34, the second synchronizer 35 can move along the axial direction of the output shaft 34 to drivingly connect the output shaft 34 and the first output gear 31 and drivingly connect the output shaft 34 and the second output gear 32, the first output gear 31 is in meshing connection with the first intermediate gear 21, the second output gear 32 is in meshing connection with the second intermediate gear 22, and the third output gear 33 is in meshing connection with the third intermediate gear 23.

[0070] In the embodiments of the present application, the transmission path of the power system includes:

[0071] 1. The second motor 5 works, and the power passes through the input shaft 11, the first outer hub 143, the first input gear 12, and the first intermediate gear 21 in sequence to reach the first output gear 31.

[0072] 2. The second motor 5 works, and the power passes through the input shaft 11, the first outer hub 143, the first input gear 12, the second clutch unit 25, and the second intermediate gear 22 in sequence to reach the second output gear 32.

[0073] 3. The second motor 5 works, and the power passes through the input shaft 11, the first outer hub 143, the first input gear 12, the first intermediate gear 21, and the third intermediate gear 23 in sequence to reach the third output gear 33.

[0074] 4. The second motor 5 works, and the power passes through the input shaft 11, the second outer hub, the second input gear 13, and the third intermediate gear 23 in sequence to reach the third output gear 33.

[0075] 5. The second motor 5 works, and the power passes through the input shaft 11, the second outer hub, the second input gear 13, the second clutch unit 25, and the second intermediate gear 22 in sequence to reach the second output gear 32.

[0076] 6、The second motor 5 works, and the power passes through the input shaft 11, the second outer hub, the second input gear 13, the first intermediate gear 21 and the first intermediate gear 21 in sequence to reach the first output gear 31.

[0077] 7、The engine 6 works, and the power passes through the second clutch unit 25 and the first intermediate gear 21 in sequence to reach the first output gear 31.

[0078] 8、The engine 6 works, and the power passes through the second clutch unit 25 and the second intermediate gear 22 in sequence to reach the second output gear 32.

[0079] 9、The engine 6 works, and the power passes through the second clutch unit 25 and the third intermediate gear 23 in sequence to reach the third output gear 33.

[0080] In some embodiments of the present application, as shown in FIG. 1, the power system further comprises a third clutch unit 7, the third clutch unit 7 is drivingly connected to the intermediate transmission mechanism 2 and the engine 6, and the third clutch unit 7 is located on the opposite side of the second motor 5 along the width direction of the automobile with the first transmission mechanism 1.

[0081] It can be understood that the third clutch unit 7 is conducive to cutting off the power transmission of the engine 6 to the intermediate transmission mechanism 2 according to the actual needs, and is conducive to adapting the working state of the power system of the present application to the actual road conditions.

[0082] In some embodiments of the present application, as shown in FIG. 1, the first motor 4 is sleeved on the outside of the third clutch unit 7, and at least a part of the third clutch unit 7 serves as a rotor of the first motor 4.

[0083] It can be understood that such arrangement is conducive to simplifying the structure of the first motor 4, and is conducive to the first motor 4 directly obtaining power from the third clutch unit 7 and converting it into electric energy.

[0084] In the embodiments of the present application, the outer hub of the third clutch unit 7 can serve as the rotor of the first motor 4.

[0085] The second aspect of the present application provides an automobile, which comprises the power system as described in the above embodiments.

[0086] It can be understood that, due to the adoption of the power system of the above embodiments, the automobile of the present application has the same technical effects as the above embodiments, which will not be described here.

[0087] It can be understood by those skilled in the art that all or part of the steps of the above embodiments can be completed by hardware, or by a program instructing related hardware, and the program can be stored in a computer readable storage medium, which can be a read-only memory, a magnetic disk or an optical disk.

[0088] The above description is only the preferred embodiment of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A power system applied to an automobile, wherein, The power system comprises a first transmission mechanism (1), an intermediate transmission mechanism (2), a second transmission mechanism (3), a first motor (4), a second motor (5) and an engine (6), wherein, The first transmission mechanism (1), the intermediate transmission mechanism (2) and the second transmission mechanism (3) are sequentially arranged along the length direction of the automobile; The first transmission mechanism (1) is in transmission connection with the second motor (5) and the intermediate transmission mechanism (2); The first motor (4) is in transmission connection with the intermediate transmission mechanism (2); The second transmission mechanism (3) is in transmission connection with the intermediate transmission mechanism (2); The engine (6) is in transmission connection with the intermediate transmission mechanism (2).

2. The power system of claim 1, wherein, The first transmission mechanism (1) comprises an input shaft (11), a first input gear (12), a second input gear (13) and a first clutch unit (14), one end of the input shaft (11) is in transmission connection with the second motor (5), the first input gear (12) and the second input gear (13) are sleeved on the input shaft (11) and are in transmission connection with the intermediate transmission mechanism (2), the other end of the input shaft (11) is in transmission connection with the first clutch unit (14), and the first clutch unit (14) is connected with the first input gear (12) and the second input gear (13) respectively.

3. The power system of claim 2, wherein, The first clutch unit (14) comprises a first inner hub (141), a second inner hub (142) and a first outer hub (143), the first inner hub (141) and the second inner hub (142) are sleeved on the input shaft (11), the first inner hub (141) is fixedly connected with the first input gear (12), the second inner hub (142) is fixedly connected with the second input gear (13), the first outer hub (143) is fixedly connected with the other end of the input shaft (11), and the first inner hub (141) and the second inner hub (142) can abut against the first outer hub (143).

4. The power system of claim 1, wherein, The first transmission mechanism (1) comprises an input shaft (11), a first input gear (12), a second input gear (13) and a first synchronizer (15), one end of the input shaft (11) is in transmission connection with the second motor (5), the first input gear (12) and the second input gear (13) are sleeved on the input shaft (11) and are in transmission connection with the intermediate transmission mechanism (2), and the first synchronizer (15) is installed on the input shaft (11) and can move along the axial direction of the input shaft (11) to drive connect the first input gear (12) and the second motor (5) and drive connect the second input gear (13) and the second motor (5).

5. The power system of any one of claims 2 to 4, wherein, The intermediate transmission mechanism (2) comprises a first intermediate gear (21), a second intermediate gear (22), a third intermediate gear (23), an intermediate shaft (24) and a second clutch unit (25), the first intermediate gear (21), the second intermediate gear (22) and the third intermediate gear (23) are sleeved on the intermediate shaft (24), the first intermediate gear (21) and the third intermediate gear (23) are in transmission connection with the intermediate shaft (24), the first intermediate gear (21) is in mesh with the first input gear (12), the third intermediate gear (23) is in mesh with the second input gear (13), the second clutch unit (25) is used for transmission connection between the second intermediate gear (22) and the input shaft (11), and transmission connection between the engine (6) and the input shaft (11).

6. The power system of claim 5, wherein, The first input gear (12) has more teeth than the first intermediate gear (21), and the second input gear (13) has less teeth than the third intermediate gear (23).

7. The power system of claim 5, wherein, The second transmission mechanism (3) comprises a first output gear (31), a second output gear (32), a third output gear (33), an output shaft (34) and a second synchronizer (35), the first output gear (31), the second output gear (32), the third output gear (33) and the second synchronizer (35) are sleeved on the output shaft (34), the second output gear (32) and the second synchronizer (35) are in transmission connection with the output shaft (34), the second synchronizer (35) can move along the axial direction of the output shaft (34) to transmission connection between the output shaft (34) and the first output gear (31) and transmission connection between the output shaft (34) and the second output gear (32), the first output gear (31) is in mesh with the first intermediate gear (21), the second output gear (32) is in mesh with the second intermediate gear (22), and the third output gear (33) is in mesh with the third intermediate gear (23).

8. The power system of claim 1, wherein, The power system further comprises a third clutch unit (7), the third clutch unit (7) is in transmission connection between the intermediate transmission mechanism (2) and the engine (6), and the third clutch unit (7) is located on the opposite sides of the second motor (5) along the width direction of the automobile with the first transmission mechanism (1).

9. The power system of claim 8, wherein, The first motor (4) is sleeved on the outside of the third clutch unit (7), and at least a part of the third clutch unit (7) serves as a rotor of the first motor (4).

10. An automobile, wherein, The automobile comprises the power system according to any one of claims 1 to 9.

Images