CN220390978U - Power system and vehicle - Google Patents

Abstract

The utility model provides a power system and a vehicle. The first driving unit comprises an input shaft and an output shaft which are in transmission connection through a speed change mechanism, and a first motor which is connected with the input shaft. The speed change mechanism comprises a first planetary gear unit and a second planetary gear unit which are arranged at intervals along the axial direction of the input shaft, and a first control part and a brake part; the first control part is used for controlling the power on-off between the first sun gear and the input shaft; the braking part comprises a first braking piece for braking the first planet carrier and the second gear ring, and a second braking piece for braking the first sun gear; the second driving unit comprises a second motor electrically connected with the battery pack, and the second motor is in transmission connection with a driving shaft of the wheel. The power system of the utility model has simple structure, lower control difficulty and high kinetic energy recovery rate.

Description

Power system and vehicle

Technical Field

The utility model relates to the technical field of vehicle power systems, in particular to a power system, and simultaneously relates to a vehicle with the power system.

Background

With the development of national new energy automobile strategy and the aggravation of environmental energy problems, various large automobile companies are actively developing energy-saving and environment-friendly automobiles, wherein hybrid electric automobiles are increasingly focused on the characteristics of energy conservation, low emission and the like. The key of the hybrid electric vehicle is a hybrid electric system, and the performance of the hybrid electric vehicle is directly related to the whole vehicle performance of the hybrid electric vehicle. However, the existing power system of the hybrid vehicle generally has the defects of complex structure, large control difficulty, more occupied space, small transmission ratio and low kinetic energy recovery rate. In addition, in the running process of the vehicle, the driving effect of the wheels in the rear axle is poor, so that the vehicle is difficult to get rid of the trouble, and the driving safety of the vehicle is not improved.

Disclosure of Invention

In view of the above, the present utility model aims to provide a power system which has a simple structure, low control difficulty and high kinetic energy recovery rate.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

a power system comprising a battery pack, a first drive unit and a second drive unit;

the first driving unit comprises an input shaft and an output shaft which are in transmission connection through a speed change mechanism, and a first motor;

the first motor is electrically connected with the battery pack, a motor shaft of the first motor is connected with the input shaft, and the output shaft is used for outputting power to the first differential mechanism;

the speed change mechanism includes first and second planetary gear units arranged at intervals in an axial direction of the input shaft, and first and brake portions;

the first sun gear of the first planetary gear unit is sleeved on the input shaft, the second sun gear of the second planetary gear unit is fixedly arranged on the input shaft, the second gear ring is connected with the first planet carrier of the first planetary gear unit, the second planet carrier is connected with the first gear ring of the first planetary gear unit, and the first gear ring is connected with the power output unit;

the first control part is used for controlling the power on-off between the first sun gear and the input shaft;

the braking part comprises a first braking piece for braking the first planet carrier and the second gear ring, and a second braking piece for braking the first sun gear;

the second driving unit comprises a second motor electrically connected with the battery pack, and the second motor is in transmission connection with a driving shaft of the wheel.

Further, the power output unit comprises an intermediate gear and a driven gear which are in meshed connection, and an intermediate shaft which is arranged in parallel with the output shaft;

the driven gear is arranged on the output shaft, the intermediate gear is arranged on the intermediate shaft, and the intermediate gear is in transmission connection with the first gear ring.

Further, a transmission gear which is arranged at intervals with the driven gear is arranged on the output shaft;

the drive gear is meshed with an input gear of the first differential.

Further, the diameter of the transmission gear is smaller than that of the driven gear;

the diameter of the transmission gear is smaller than that of the input gear.

Further, the engine and the second control part are also included;

the second control part is used for controlling the power on-off between the engine and the input shaft.

Further, the first braking piece adopts a brake, and the brake is connected with the first planet carrier and is arranged on one side of the first planet carrier, which is opposite to the second planet carrier.

Further, the first control part adopts a clutch arranged on the input shaft;

the first control part and the second braking part are respectively arranged at two sides of the first sun gear.

Further, the second motor is one;

the second motor is in transmission connection with the driving shaft through a second differential mechanism, and the second motor is directly connected with the second differential mechanism or is connected with the second differential mechanism through a speed change mechanism.

Further, the number of the second motors is two which are oppositely arranged in the left-right direction of the whole vehicle, and each second motor is respectively connected with the driving shaft of the corresponding wheel;

a first synchronizer is arranged between the two driving shafts and is used for connecting the two driving shafts.

Compared with the prior art, the utility model has the following advantages:

according to the power system, the first planetary gear unit and the second planetary gear unit are arranged, the second gear ring is connected with the first planet carrier, and the second planet carrier is connected with the first gear ring, so that the first driving unit is provided with only four independent elements, fewer control elements are adopted, the structure is simple, the occupied space is small, and the transmission ratio is large; the motor shaft of the first motor is connected with the input shaft, so that the wheels can be independently driven, and the power economy and the kinetic energy recovery rate can be improved.

In addition, the power output unit comprises an intermediate gear and a driven gear which are meshed and connected, and is simple in structure and convenient for outputting power outwards. The first speed ratio can be increased by providing a transmission gear on the output shaft that meshes with the input gear of the first differential. The diameter of the transmission gear is smaller than that of the driven gear, and the diameter of the transmission gear is smaller than that of the input gear, so that the volume of the input gear can be sufficiently reduced on the premise of meeting the speed ratio requirement, and the first differential is convenient to arrange. By providing an engine, a variety of power sources may be provided.

Secondly, the first brake piece adopts first stopper, and the structure is ripe, and the design implementation of being convenient for links to each other first stopper and first planet carrier to locate the one side of first planet carrier back to the second planet carrier, can avoid first stopper to occupy the space between first planetary gear unit and the second planetary gear unit, can shorten both distances, thereby can shorten the length of input shaft. The first control part and the second braking part are respectively arranged at two sides of the first sun gear, so that the arrangement of the clutch and the second braking part can be facilitated, and the clutch and the second braking part can be matched with the first sun gear conveniently.

In addition, the second driving unit adopts a driving mode that a second motor is matched with a second differential mechanism, and has the advantages of simple structure, less number of configured motors and the like, and the configuration cost of the second driving unit can be reduced. And the second driving unit adopts two second driving motors to respectively drive the wheels at the left side and the right side, so that the configuration of a second differential mechanism can be omitted. Moreover, through setting up first synchronous ware, not only can throw off the driving force of both sides, realize differential effect, when the road conditions abominable appears in the wheel of one side and be difficult to get rid of poverty, first synchronous ware also can in time engage the drive shaft of both sides to combine the power with two second driving motor and transmit for the wheel of waiting to get rid of poverty, can promote the ability of getting rid of poverty of vehicle.

Another object of the utility model is to propose a vehicle provided with a power system as described above.

The vehicle of the utility model has the same beneficial effects as the power system compared with the prior art, and is not repeated here.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

FIG. 1 is a schematic diagram of a power system according to an embodiment of the present utility model;

fig. 2 is a schematic structural diagram of a first driving unit according to an embodiment of the utility model;

FIG. 3 is a power transmission path diagram of the first driving unit according to the embodiment of the present utility model in first gear;

fig. 4 is a power transmission path diagram of the first driving unit in the second gear according to the embodiment of the present utility model;

fig. 5 is a schematic view of a first structure of a second motor configured in a second driving unit according to an embodiment of the present utility model;

fig. 6 is a schematic diagram of a second structure of a second motor configured in a second driving unit according to an embodiment of the present utility model;

fig. 7 is a schematic view of a third structure of a second motor configured in a second driving unit according to an embodiment of the present utility model;

fig. 8 is a schematic diagram of a first structure of two second motors disposed in a second driving unit according to an embodiment of the present utility model;

fig. 9 is a schematic diagram of a second structure of two second motors in a second driving unit according to an embodiment of the present utility model;

fig. 10 is a schematic view of a third structure of two second motors disposed in a second driving unit according to an embodiment of the present utility model;

fig. 11 is a schematic diagram of a fourth structure of two second motors configured in a second driving unit according to an embodiment of the present utility model;

fig. 12 is a schematic view of a fifth structure of two second motors arranged in a second driving unit according to an embodiment of the present utility model;

fig. 13 is a schematic diagram of a sixth configuration of two second motors in the second driving unit according to an embodiment of the present utility model.

Reference numerals illustrate:

1. a first motor; 2. a second clutch; 3. an engine; 4. a second brake member; 5. an input shaft; 6. a first sun gear; 7. a first planet carrier; 8. a second motor; 9. a wheel; 10. a first ring gear; 11. a first braking member; 12. a second sun gear; 13. a second carrier; 14. a second ring gear; 15. an intermediate shaft; 16. an intermediate gear; 17. an output shaft; 18. a driven gear; 19. an output shaft; 20. a first differential; 21. a first clutch;

800. a second intermediate shaft; 81. a motor shaft gear; 811. a first motor shaft gear; 812. a second motor shaft gear; 82. a drive shaft gear; 821. a first drive shaft gear; 822. a second drive shaft gear; 831. a first countershaft gear; 832. a second countershaft gear; 833. a third countershaft gear; 841. a first synchronizer; 842. a second synchronizer; 85. a second differential;

90. a drive shaft;

100. and a battery pack.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that the terms "first," "second," and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

The present embodiment relates to a power system, as shown in fig. 1, including a battery pack 100, a first driving unit, and a second driving unit in an overall configuration. For the convenience of understanding the present embodiment, the structure of the first driving unit will be described first, and then the second driving unit will be described.

Wherein, as shown in fig. 2, the first drive unit comprises an input shaft 5 and an output shaft 19, which are drivingly connected by a gear change mechanism, and a first motor 1. The first motor 1 is electrically connected to the battery pack 100, and a motor shaft of the first motor 1 is connected to the input shaft 5, and the output shaft 19 is configured to output power to the first differential 20. And the speed change mechanism includes first and second planetary gear units arranged at intervals in the axial direction of the input shaft 5, and first and brake portions.

Furthermore, a first planetary gear unit is arranged remote from the first electric machine 1 with respect to a second planetary gear unit, which in particular comprises the first sun gear 6, the first planet carrier 7 and the first ring gear 10, while the second planetary gear unit comprises the second sun gear 12, the second planet carrier 13 and the second ring gear 14. Wherein, the first sun gear 6 of the first planetary gear unit is sleeved on the input shaft 5 in an empty way, the second sun gear 12 of the second planetary gear unit is fixedly arranged on the input shaft 5, the second gear ring 14 is connected with the first planet carrier 7, the second planet carrier 13 is connected with the first gear ring 10, and the first gear ring 10 is connected with the power output unit.

The first control unit is used for controlling the power on/off between the first sun gear 6 and the input shaft 5. As a preferred embodiment, the first control unit of the present embodiment employs a clutch provided on the input shaft 5, and this clutch is referred to as "first clutch 21". As shown in conjunction with fig. 1 and 2, the braking section of the present embodiment includes a first braking member 11 for braking the first carrier 7 and the second ring gear 14, and a second braking member 4 for braking the first sun gear 6.

The first braking member 11 of this embodiment adopts a brake, and the brake is connected to the first planet carrier 7 and disposed on a side of the first planet carrier 7 opposite to the second planet carrier 13. The first brake member 11 adopts a brake, has a mature structure, is convenient for design and implementation, connects the first planet carrier 7 of the brake and is arranged on one side of the first planet carrier 7 opposite to the second planet carrier 13, so that the brake can be prevented from occupying the space between the first planetary gear unit and the second planetary gear unit, the distance between the first planetary gear unit and the second planetary gear unit can be shortened, and the length of the input shaft 5 can be shortened.

Furthermore, to facilitate the overall arrangement, it is preferable that the first clutch 21 and the second brake 4 are provided on both sides of the first sun gear 6, respectively, as shown in fig. 2, and the design is such that the first clutch 21 and the second brake 4 are engaged with the first sun gear 6, respectively. In addition, the second brake member 4 of the present embodiment specifically adopts a brake in the prior art, and has a mature structure, so that the design and implementation are convenient.

As a preferred embodiment, the power output unit of the present embodiment includes an output shaft 19 and an intermediate shaft 15 arranged in parallel with the input shaft 5, and an intermediate gear 16 and a driven gear 18 engaged with each other, as shown in conjunction with fig. 1 and 2. Wherein, intermediate gear 16 is located on jackshaft 15, and intermediate gear 16 and first ring gear 10 transmission are connected, and driven gear 18 is located on output shaft 19. The power output unit of the embodiment adopts the structure, has simple structure and is convenient for outputting power outwards.

As a further embodiment, as shown in fig. 2, a transmission gear 17 is provided on the output shaft 19 spaced from the driven gear 18, the transmission gear 17 meshing with the input gear of the first differential 20. By providing the transmission gear 17, the first speed ratio can be increased. Also, as a preferred embodiment, the diameter of the transmission gear 17 is smaller than the diameter of the driven gear 18, and the diameter of the transmission gear 17 is smaller than the diameter of the input gear, on the premise of meeting the speed ratio requirement, the volume of the input gear can be sufficiently reduced, so that the arrangement of the first differential 20 is facilitated.

In order to obtain better use performance, as a further implementation manner, the power system of the embodiment further includes an engine 3 and a second control portion, where the engine 3 is disposed at the other end of the input shaft 5 relative to the first motor 1, and the second control portion is used for controlling power on-off between the engine 3 and the input shaft 5, as shown in fig. 1 and 2.

As a preferred embodiment, the second control part adopts a clutch, and the technology is mature, so that the design and implementation are convenient. For convenience of distinction, this clutch is referred to as "second clutch 2", and based on the state shown in fig. 2, the spline of the second clutch 2 is connected to the right end of the input shaft 5. Also, as shown in fig. 2 in combination, the inner hub of the second clutch 2 serves as the outer hub of the first clutch 21, so that the rotational speeds of the first sun gear 6 and the second sun gear 12 are the same when the first clutch 21 is closed. In this embodiment, by setting the engine 3, the driver can flexibly select the driving mode according to the actual requirement, and the energy consumption can be sufficiently reduced on the premise of meeting the driving requirement.

Based on the above description, the first brake 11 is in first gear when the first motor 1 alone is driven in the first drive unit of the present embodiment, and the first carrier 7 and the second ring gear 14 are braked. In the first gear mode, the power transmission path is shown in fig. 3, and the transmission path is shown in bold solid lines, that is, the input shaft 5→the second sun gear 12→the second carrier 13→the first ring gear 10→the intermediate gear 16→the driven gear 18→the output shaft 19→the transfer gear 17→the first differential 20→the wheels 9. At this time, power enters from the second sun gear 12, and the first carrier 7 is locked by the first brake 11, and the second carrier 13 is connected to the first ring gear 10, because the first carrier 7 is connected to the second ring gear 14. Thus, power is output from the second carrier 13 to the first ring gear 10, and the power is transmitted to the wheels 9 through the intermediate gear 16, the output shaft 19, and the first differential 20.

When the first motor 1 is driven alone, the second brake member 4 is in the second gear when braking the first sun gear 6. In the second gear mode, the power transmission path is shown in fig. 4, and the transmission path is shown in bold solid lines, that is, the input shaft 5→the second sun gear 12→the second carrier 13→the second ring gear 14→the first carrier 7→the first ring gear 10→the intermediate gear 16→the driven gear 18→the output shaft 19→the transmission gear 17→the first differential 20→the wheels 9. At this time, power is input from the second sun gear 12, the first sun gear 6 is locked by the second brake 4, the power is transmitted from the second ring gear 14 to the first carrier 7, and then to the first ring gear 10, and the power is transmitted to the wheels 9 via the intermediate gear 16, the output shaft 19, and the first differential 20.

When the first motor 1 is driven alone, the first clutch 21 is engaged, and is in third gear. In the third gear mode, the front end of the input shaft 5 is connected with the spline of the second clutch 2, and the inner hub of the second clutch 2 serves as the outer hub of the first clutch 21, so that the rotation speeds of the first sun gear 6 and the second sun gear 12 are the same, the transmission with the speed ratio of 1 is realized, and then the power is transmitted to the wheels 9 through the intermediate gear 16, the output shaft 19 and the first differential 20.

The power transmission path when the engine 3 is driven alone and the engine 3 and the first motor 1 are driven simultaneously is the same as the transmission path when the first motor 1 is driven, and will not be described again.

The structure of the second driving unit of the present embodiment will be described in detail below, the second driving unit includes a second motor 8 electrically connected to a battery pack 100, and the second motor 8 is drivingly connected to a driving shaft 90 of a wheel 9, as a preferred embodiment, as shown in fig. 1 and 5, the second motor 8 of the present embodiment is one, and the second motor 8 is drivingly connected to the driving shaft 90 of the wheel 9 through a second differential 85. Also, as shown in fig. 5, the second electric motor 8 is connected to the second differential 86 through a speed change mechanism, which is a first-gear speed change mechanism.

In a specific structure, as shown in fig. 5, a second intermediate shaft 800 is provided between a second motor shaft of the second motor 8 and a second differential gear 85, a motor shaft gear 81 is provided on the second motor shaft of the second motor 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a drive shaft gear 82 is provided on the second differential gear 85. Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect.

For another example, as shown in fig. 6, a second structure in which one second motor 8 is disposed in the second driving unit, a second intermediate shaft 800 is disposed between a second motor shaft of the second motor 8 and a second differential 85, a first motor shaft gear 811 and a second motor shaft gear 812 are disposed on the second motor shaft of the second motor 8 at intervals, a first intermediate shaft gear 831, a second intermediate shaft gear 832 and a third intermediate shaft gear 833 are disposed on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is disposed on the second differential 85.

Wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. At this time, the second synchronizer 842 is provided on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and the gear position can be shifted, so that two speed-changing transmission paths with different transmission ratios of the speed-changing mechanism are formed, and the wheels 9 can be driven by two-speed regulation, thereby realizing a stable speed-changing transmission effect.

Here, it should be noted that, for the specific configuration of the transmission mechanism, the transmission and the speed change requirements between the second motor 8 and the wheels 9 can be flexibly set. The second driving unit adopts a driving mode of matching the second motor 8 with the second differential mechanism 85, has the advantages of simple structure, less number of configured motors and the like, and can reduce the configuration cost of the second driving unit.

Of course, instead of being connected to the second differential 85 via a gear change mechanism, the second motor 8 may be directly in driving connection with the second differential 85 as shown in fig. 7. At this time, the second motor 8 and the second differential mechanism 85 may be integrally provided, and the second motor 8 drives the second differential mechanism 85 to rotate the driving shafts 90 on both sides.

As another preferable structural example of the second drive unit, the second drive unit has two second motors 8 arranged opposite each other in the left-right direction of the whole vehicle, each second motor 8 is connected to a drive shaft 90 of a rear wheel 9 on the corresponding side, and a first synchronizer 841 is provided between the two drive shafts 90, the first synchronizer 841 being for connecting the two drive shafts 90.

As shown in fig. 8 to 13, the second driving unit is configured with two second motors 8, where the two second motors 8 are respectively and directly disposed on the driving shafts 90 on the corresponding sides, or the two second motors 8 are respectively and drivingly connected to the driving shafts 90 on the corresponding sides through a set of speed changing mechanisms, and at this time, the first synchronizer 841 is disposed between the two sets of speed changing mechanisms. Wherein the specific configuration of the transmission mechanism of each group and the setting position of the first synchronizer 841 can be flexibly set according to the transmission and speed change requirements between the second motor 8 and the wheels 9. The speed change mechanism can be arranged into a one-gear, two-gear or multiple-gear speed change mode according to the gear change requirement, and the switching among gears is realized through the first synchronizer.

For example, as shown in fig. 8, a first configuration in which two second motors 8 are disposed in the second driving unit is shown, the second motors 8 are disposed directly on the driving shafts 90 on the corresponding sides, and the first synchronizer 841 described above is provided between the two driving shafts 90. It should be noted that the second motor 8 may be an in-wheel motor directly integrated with the rear-side wheel 9, in addition to being disposed on the drive shaft 90.

For another example, as shown in fig. 9, a second structure in which two second motors 8 are arranged in the second driving unit is shown, a motor shaft gear 81 is provided on a second motor shaft of the second motors 8, a driving shaft gear 82 is provided on a driving shaft 90 on the corresponding side, and the motor shaft gear 81 and the driving shaft gear 82 are engaged and transmitted to form a speed change mechanism. A first synchronizer 841 is provided between the two sets of speed change mechanisms. Of course, the first synchronizer 841 may be provided between the two driving shafts 90, or between the second motor shafts of the two second motors 8.

For another example, as shown in fig. 10, a third configuration in which two second motors 8 are disposed in the second driving unit is shown, in which a second intermediate shaft 800 is provided between a second motor shaft of the second motors 8 and a corresponding side driving shaft 90, a motor shaft gear 81 is provided on the second motor shaft of the second motors 8, a first intermediate shaft gear 831 and a second intermediate shaft gear 832 are provided on the second intermediate shaft 800 at intervals, and a driving shaft gear 82 is provided on the driving shaft 90.

Wherein, the motor shaft gear 81 is meshed with the first intermediate shaft gear 831, and the second intermediate shaft gear 832 is meshed with the driving shaft gear 82, so as to form a variable speed transmission path, thereby realizing stable variable speed transmission effect. The first synchronizer 841 may then be disposed at multiple locations on the two sets of speed change mechanisms, such as between the second motor shafts of the two second motors 8 shown in fig. 10. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90 or between the two second intermediate shafts 800.

As shown in fig. 11, a fourth configuration in which two second motors 8 are disposed in the second driving unit is shown, in which a first motor shaft gear 811 and a second motor shaft gear 812 are provided at intervals on the second motor shaft of the second motor 8, and a first drive shaft gear 821 and a second drive shaft gear 822 are provided at intervals on the drive shaft 90 on the corresponding side. The second motor shaft gear 812 is in meshed connection with the first driving shaft gear 821, the second motor shaft gear 812 is in meshed connection with the second driving shaft gear 822, and the first synchronizer 841 is provided between motor shafts of the second motors 8 on both sides. Of course, the first synchronizer 841 may also be provided between the two drive shafts 90.

A fifth structural example of the second driving unit in which two second motors 8 are arranged is shown with reference to fig. 12, with the addition of a second intermediate shaft 800 between the second motor shaft of the second motor 8 and the corresponding drive shaft 90. The second motor 8 is provided with a first motor shaft gear 811 and a second motor shaft gear 812 at intervals, the second intermediate shaft 800 is provided with a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 at intervals, and the driving shaft 90 is provided with a driving shaft gear 82.

Wherein, first motor shaft gear 811 is in meshed connection with first jackshaft gear 831, second motor shaft gear 812 is in meshed connection with second jackshaft gear 832, and third jackshaft gear 833 is in meshed connection with drive shaft gear 82. Meanwhile, a second synchronizer 842 is arranged on the second intermediate shaft 800 between the first intermediate shaft gear 831 and the second intermediate shaft gear 832, and can shift gears, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The first synchronizer 841 may be provided between the driving shafts 90 at both sides. Of course, the first synchronizer 841 may also be provided between the second motor shafts of the two second motors 8 or between the two second intermediate shafts 800.

A sixth structural example of the second driving unit in which two second motors 8 are arranged is shown with reference to fig. 13, with the addition of a second intermediate shaft 800 between the second motor shaft of the second motor 8 and the corresponding drive shaft 90. A motor shaft gear 81 is arranged on a second motor shaft of the second motor 8, a first intermediate shaft gear 831, a third intermediate shaft gear 833 and a second intermediate shaft gear 832 are arranged on the second intermediate shaft 800 at intervals, and a first driving shaft gear 821 and a second driving shaft gear 822 are sleeved on the driving shaft 90 at intervals.

Wherein the motor shaft gear 81 is in meshed connection with a third intermediate shaft gear 833, the first intermediate shaft gear 831 is in meshed connection with the first drive shaft gear 821, and the second intermediate shaft gear 832 is in meshed connection with the second drive shaft gear 822. Meanwhile, a second synchronizer 842 is provided on the drive shaft 90 between the first drive shaft gear 821 and the second drive shaft gear 822, and the gear position can be shifted, so that two variable transmission paths with different transmission ratios of the speed change mechanism are formed. The first synchronizer 841 may be provided between the second intermediate shafts 800 on both sides. Of course, the first synchronizer 841 may also be provided between the second motor shafts of the two second motors 8 or between the two drive shafts 90.

In general, the two second motors 8 are used to drive the left and right wheels 9, respectively, and the configuration of the second differential 85 can be omitted. Moreover, by arranging the first synchronizer 841 between the driving shafts 90 or the speed change mechanisms on the left and right sides, not only can the driving forces on the two sides be separated, but also the differential effect can be realized, and when the vehicle 9 on one side has bad road conditions and is difficult to get rid of the trapped road, the first synchronizer 841 can also timely engage the driving shafts 90 on the two sides, so that the power of the two second motors 8 is transmitted to the vehicle 9 to be got rid of the trapped road in a combined way, and the getting rid of the trapped road capability of the vehicle is improved.

In the power system of this embodiment, by arranging the first planetary gear unit and the second planetary gear unit in the first driving unit and connecting the second ring gear 14 with the first carrier 7, and connecting the second carrier 13 with the first ring gear 11, the first driving unit has only four independent elements, and fewer control elements are adopted, so that the power system has a simple structure, occupies less space, and can have a larger transmission ratio and higher transmission efficiency. Meanwhile, the second driving unit can improve the escaping capability of the vehicle and the drivability.

Furthermore, the present embodiment relates to a vehicle provided with the power system as described above.

The vehicle of the embodiment has all the advantages of the above power system, and will not be described herein.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A power system, characterized by:

comprises a battery pack (100), a first driving unit and a second driving unit;

the first driving unit comprises an input shaft (5) and an output shaft (19) which are in transmission connection through a speed change mechanism, and a first motor (1);

the first motor (1) is electrically connected with the battery pack (100), a motor shaft of the first motor (1) is connected with the input shaft (5), and the output shaft (19) is used for outputting power to the first differential mechanism (20);

the speed change mechanism includes first and second planetary gear units arranged at intervals along an axial direction of the input shaft (5), and first and brake portions;

the first sun gear (6) of the first planetary gear unit is sleeved on the input shaft (5), the second sun gear (12) of the second planetary gear unit is fixedly arranged on the input shaft (5), the second gear ring (14) is connected with the first planet carrier (7) of the first planetary gear unit, the second planet carrier (13) is connected with the first gear ring (10) of the first planetary gear unit, and the first gear ring (10) is connected with the power output unit;

the first control part is used for controlling the power on-off between the first sun gear (6) and the input shaft (5);

the braking section comprises a first braking member (11) for braking the first planet carrier (7) and the second ring gear (14), and a second braking member (4) for braking the first sun gear (6);

the second driving unit comprises a second motor (8) electrically connected with the battery pack (100), and the second motor (8) is in transmission connection with a driving shaft (90) of the wheel (9).

2. The power system of claim 1, wherein:

the power output unit comprises an intermediate gear (16) and a driven gear (18) which are in meshed connection, and an intermediate shaft (15) which is arranged in parallel with the output shaft (19);

the driven gear (18) is arranged on the output shaft (19), the intermediate gear (16) is arranged on the intermediate shaft (15), and the intermediate gear (16) is in transmission connection with the first gear ring (10).

3. The power system of claim 2, wherein:

the output shaft (19) is provided with a transmission gear (17) which is arranged at intervals with the driven gear (18);

the transfer gear (17) meshes with an input gear of the first differential (20).

4. A power system according to claim 3, characterized in that:

the diameter of the transmission gear (17) is smaller than the diameter of the driven gear (18);

the diameter of the transmission gear (17) is smaller than the diameter of the input gear.

5. The power system of claim 1, wherein:

the engine (3) and a second control part are also included;

the second control part is used for controlling the power on-off between the engine (3) and the input shaft (5).

6. The power system of claim 1, wherein:

the first brake piece (11) adopts a brake, and the brake is connected with the first planet carrier (7) and is arranged on one side of the first planet carrier (7) opposite to the second planet carrier (13).

7. The power system of claim 1, wherein:

the first control part adopts a clutch arranged on the input shaft (5);

the first control part and the second braking part (4) are respectively arranged at two sides of the first sun gear (6).

8. The power system according to any one of claims 1 to 7, characterized in that:

the second motor (8) is one;

the second motor (8) is in transmission connection with the driving shaft through a second differential mechanism, and the second motor (8) is directly connected with the second differential mechanism (85) or is connected with the driving shaft through a speed change mechanism.

9. The power system according to any one of claims 1 to 7, characterized in that:

the second motors (8) are two oppositely arranged in the left-right direction of the whole vehicle, and each second motor (8) is respectively connected with the driving shaft (90) of the corresponding wheel (9);

a first synchronizer (841) is arranged between the two driving shafts (90), and the first synchronizer (841) is used for connecting the two driving shafts (90).

10. A vehicle, characterized in that:

the vehicle is provided with a power system according to any one of claims 1 to 9.