CN108016283B

CN108016283B - Power system and vehicle

Info

Publication number: CN108016283B
Application number: CN201610971210.4A
Authority: CN
Inventors: 颜广博; 杨红新; 夏海军
Original assignee: Svolt Energy Technology Co Ltd
Current assignee: Svolt Energy Technology Co Ltd
Priority date: 2016-10-28
Filing date: 2016-10-28
Publication date: 2020-11-20
Anticipated expiration: 2036-10-28
Also published as: CN108016283A

Abstract

The invention discloses a power system, comprising: an engine; a motor; a transmission unit selectively engageable with the engine; a planetary gear mechanism having a first element connected to the motor, a second element connected to an output of the transmission unit, and a third element connected to a power output of the powertrain; wherein the first element is selectively actuatable and the first element is selectively fixed with the third element. The power system has multiple working modes, can adapt to more working conditions, reduces the control difficulty, prevents the motor from generating overhigh or overlow rotating speed in the working process, reduces the damage of counter electromotive force generated by the high-speed rotation of the motor to a high-voltage system, reduces the mechanical load of the system, and is beneficial to improving the energy-saving and emission-reducing effects of the power system because the engine and the motor are always in a high-efficiency area to work.

Description

Power system and vehicle

Technical Field

The invention belongs to the technical field of vehicle manufacturing, and particularly relates to a power system and a vehicle with the same.

Background

With the continuous consumption of energy, the hybrid power system can improve transmission efficiency and fuel economy, and is favored by the public. In the correlation technique, the hybrid power system has less working modes, the driving transmission efficiency is lower, the secondary energy conversion of part of the power system causes the efficiency of the whole vehicle system to be not high, and when the vehicle speed is faster, the motor is separated from the high-efficiency area of the motor due to the high rotation of the motor, most of the power systems adopt a multi-motor structure, so that the cost is extremely high, the arrangement is difficult, and an improved space exists.

Disclosure of Invention

In view of the above, the present invention is directed to a power system with high efficiency.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

a power system, comprising: an engine; a motor; a transmission unit selectively engageable with the engine; a planetary gear mechanism having a first element connected to the motor, a second element connected to an output of the transmission unit, and a third element connected to a power output of the powertrain; wherein the first element is selectively actuatable and the first element is selectively fixed with the third element.

Further, the power system further comprises: the motor intermediate shaft is connected with the motor and connected with the first element, a motor synchronizer is arranged on the motor intermediate shaft and selectively braked, and the motor synchronizer is selectively fixed with the third element.

Further, the motor synchronizer includes: the sliding hub is fixedly connected with the motor intermediate shaft; the sliding sleeve is sleeved outside the sliding hub through a spline structure, the sliding sleeve is selectively connected with the shell of the speed changing unit, and the sliding sleeve is selectively connected with the third element.

Furthermore, a braking gear ring is arranged on a shell of the speed changing unit, and the sliding sleeve is selectively connected with the braking gear ring.

Further, the speed change unit includes: at least one input shaft, each said input shaft being selectively engageable with said engine, each said input shaft having at least one drive gear thereon; each output shaft is provided with at least one driven gear, the driven gear is meshed with the corresponding driving gear, and the output shaft is connected with the second element; the driving gear is sleeved outside the corresponding input shaft in an empty mode and the driving gear is selectively jointed with the corresponding input shaft, or the driven gear is sleeved outside the corresponding output shaft in an empty mode and the driven gear is selectively jointed with the corresponding output shaft.

Further, the third element is a carrier, the first element is one of a sun gear and a ring gear, and the second element is the other of the sun gear and the ring gear.

Further, the power system has a rotating speed coupling working mode, when the power system is in the rotating speed coupling working mode, the engine outputs power, the motor is started, and the first element is not braked and is not fixed with the third element.

Further, the power system has a torque coupling working mode, the engine outputs power, the motor is started, when the rotating speed of the motor is equal to that of the output end of the speed changing unit, the first element and the third element are controlled to be fixed, and the power system enters the torque coupling working mode.

Further, the power system has an engine driving working mode, when the power system is in the engine driving working mode, the engine works, the motor does not work, and the first element brakes.

Compared with the prior art, the power system has the following advantages:

1) the power system provided by the embodiment of the invention has multiple working modes, can adapt to more working conditions, reduces the control difficulty, prevents the motor from generating overhigh or overlow rotating speed in the working process, reduces the damage of counter electromotive force generated by high-speed rotation of the motor to a high-voltage system, reduces the mechanical load of the system, and is beneficial to improving the energy-saving and emission-reducing effects of the power system because the engine and the motor are always in a high-efficiency area to work.

Another object of the present invention is to provide a vehicle provided with any of the power systems described above.

The vehicle and the power system have the same advantages compared with the prior art, and the detailed description is omitted.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a schematic diagram of a powertrain according to an embodiment of the present invention in a speed-coupled mode of operation;

FIG. 2 is a schematic illustration of a powertrain according to an embodiment of the present invention in a torque-coupled mode of operation;

FIG. 3 is a schematic illustration of a powertrain according to an embodiment of the present invention in an engine-driven mode of operation;

fig. 4 is a schematic structural diagram of a power system according to an embodiment of the invention.

Description of reference numerals:

the power system 100, the engine 10, the motor 20, the reduction chain 21, the first gear Z1, the second gear Z2, the transmission unit 30, the first input shaft L1, the second input shaft L2, the power output shaft L3, the motor intermediate shaft L4, the first-gear driving gear 1a, the second-gear driving gear 2a, the third-gear driving gear 3a, the fourth-gear driving gear 4a, the first-gear driven gear 1b, the second-gear driven gear 2b, the third-gear driven gear 3b, the fourth-gear driven gear 4b, the first-third-gear synchronizer S13, the second-fourth-gear synchronizer S24, the motor synchronizer S0, the hub G, the sleeve H, the first element T, the third element J, the second element Q, the clutch C0, the first clutch C1, the second clutch C2, the main reducer driving gear Z, the main reducer driven gear Z', and the brake ring gear K.

Detailed Description

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

In a hybrid vehicle, a plurality of driving systems may be arranged on the vehicle, and the power system 100 may be used for driving front wheels or rear wheels of the vehicle, and the power system 100 is used for driving the front wheels of the vehicle, namely, a front-drive mode. Of course, in some alternative embodiments, the power system 100 may also be a front-drive and rear-drive type, and the vehicle may also be combined with other driving systems to drive the rear wheels of the vehicle to rotate, so that the vehicle is a four-drive vehicle.

The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

Referring to fig. 1 to 4, a power system 100 includes an engine 10, a motor 20, a transmission unit 30, and a planetary gear mechanism.

The transmission unit 30 is selectively engageable with the engine 10, for example, a clutch C0 may be disposed between the transmission unit 30 and the engine 10, when the clutch C0 is engaged, the transmission unit 30 and the engine 10 are in power coupling connection, and the driving force output by the engine 10 can be output through the transmission unit 30.

The motor 20 may be used as a motor to output a driving force, and the motor 20 may also be used as a generator to supplement electric energy to the system, thereby preventing power feeding.

The planetary gear mechanism may be a single row planetary gear mechanism, or a multiple row planetary gear mechanism, or a compound row planetary gear mechanism, the planetary gear mechanism including a first element T, a third element J, and a second element Q. The first, third and second members T, J and Q are each one of a sun gear, a ring gear and a planet carrier.

The first element T is connected to the electric machine 20, the second element Q is connected to the output of the transmission unit 30, and the third element J is connected to a power take-off of the powertrain 100, which may be, for example, a final drive gear Z adapted to mesh with a final drive driven gear Z'. Wherein the first element T is selectively actuatable and the first element T is selectively fixed with the third element J.

It is understood that the power system 100 of the embodiment of the present invention can be switched into different operation modes by adjusting the operation state of the engine 10, the operation state of the motor 20, and the state of the first element T.

Preferably, the third member J is a carrier, the first member T is one of a sun gear and a ring gear, and the second member Q is the other of the sun gear and the ring gear. For convenience of description, the present invention will be further described below by taking only the first element T as a sun gear, the second element Q as a ring gear, and the third element J as a carrier.

For example, referring to fig. 1, the powertrain 100 has a speed coupled mode of operation, the engine 10 outputs power, the motor 20 is activated, and the first element T is not braked and is not fixed with the third element J when the powertrain 100 is in the speed coupled mode of operation.

The rotation speeds of the components of the planetary gear mechanism satisfy: n1+ α n2 is (1+ α) n3, where n1 is the rotational speed of the sun gear, n2 is the rotational speed of the ring gear, n3 is the rotational speed of the carrier, and α is the ratio of the number of teeth of the ring gear to the number of teeth of the sun gear.

From the above equation: the speed of the whole vehicle (i.e. the rotational speed n3 of the planet carrier) is determined by the rotational speed n1 of the sun gear and the rotational speed n2 of the ring gear, that is, the speed of the whole vehicle is determined by the rotational speed at the output end of the speed changing unit 30 and the rotational speed of the motor 20, and the motor 20 can rotate in the positive and negative directions.

From the torque characteristics of the planetary gear mechanism: t1+ T2 — T3, where T1 is the torque of the sun gear, T2 is the torque of the ring gear and T3 is the torque of the planet carrier, i.e. the planetary gear mechanism is in any case a torque balance. That is, the sum of the torque T1 acting on the sun gear and the torque T2 acting on the ring gear is equal to the torque T3 of the carrier.

When the transmission unit 30 is in a certain gear, the proportional relationship between the resistance load of the entire vehicle, the output torque of the engine 10, and the output torque of the motor 20 is fixed. When the rotational speed of the engine 10 output through the transmission unit 30 is constant, the speed of the entire vehicle depends on the output rotational speed of the motor 20, the sun gear of the planetary gear driven by the motor 20 can rotate in the forward direction (clockwise) or in the reverse direction (counterclockwise), the motor 20 operates in the motoring mode when the sun gear rotates in the forward direction, and the motor 20 operates in the generating mode when the sun gear rotates in the reverse direction.

In the coupled operating mode, the electric machine 20 can change the overall vehicle speed of the transmission unit 30 in the gear, but does not change the torque output by the power output, and in this mode, the torque output by the power output needs to be changed by shifting the transmission unit 30.

When the whole vehicle runs, the motor 20 can adjust the rotation speed between each gear of the speed changing unit 30, so that the engine 10 works in the optimal fuel region, if the rotation speed adjusted by the motor 20 exceeds the range region, gear switching needs to be performed on the speed changing unit 30, and after the gears are switched, the motor 20 adjusts the speed in the new load of the engine 10, and the aim is that the engine 10 still reaches the optimal fuel region.

Particularly at low vehicle speeds or when the transmission unit 30 is in a low gear, switching the powertrain 100 into the speed-coupled mode of operation may allow the electric machine 20 to reach the sweet spot speed quickly, while maintaining operation of the engine 10 in the best-fuel zone.

It should be noted that, at this time, the motor 20 may rotate in the forward direction or the reverse direction, for example, when the forward direction of the motor 20 is power output, the motor 20 is used as a generator during the reverse direction, a part of the power output by the engine 10 drives the sun gear to rotate through the ring gear, so as to enable the motor 20 to generate power, and another part of the power output drives the planet carrier to rotate through the ring gear, and is output to the power output portion, so as to drive the vehicle to run, at this time, the power system 100 is in the running. Of course, the power output from the engine 10 may drive the motor 20 to generate power, and the powertrain 100 may be in the parking power generation operation mode.

Referring to fig. 2, the powertrain 100 has a torque-coupled operating mode, the engine 10 outputs power, the motor 20 is activated, and when the rotation speed of the motor 20 is equal to the rotation speed of the output end of the transmission unit 30, the first element T and the third element J are controlled to be fixed, and the powertrain 100 enters the torque-coupled operating mode.

The speed of a vehicle is increased along with the lifting of the gear of the speed changing unit 30 after the vehicle is started, the rotating speed of the output end of the speed changing unit 30 and the rotating speed of the motor 20 are increased (when the rotating speed of the high-efficiency area of the motor 20 is reached), the output rotating speed of the control motor 20 is the same as the rotating speed of the output end of the speed changing unit 30, namely the rotating speed of a sun gear is the same as that of a planet carrier, the locking of the sun gear and the planet carrier is controlled, the planetary gear mechanism does not rotate relatively at the moment, the rotating speed of the.

In the torque-coupled operating mode, the rotational speeds of the sun gear and the planet carrier are the same and the torques are superimposed. The rotational speed of the motor 20 is the same as the rotational speed of the output of the speed changing unit 30 and does not exceed 6500 rpm. The output load of the engine 10 is adjusted by adjusting the output torque of the motor 20, and the output speed of the engine 10 is changed so that the engine 10 always operates in the optimum fuel range. In the torque-coupled mode of operation, the electric machine 20 can vary the output torque of the power take-off, but cannot vary the output speed of the power take-off.

Further, in the switching of the rotating speed coupling working mode and the torque coupling working mode, the target rotating speed of the gear shifting is consistent with the operating rotating speed of the motor 20, the gear shifting difficulty and the harsh requirement on the gear shifting time are reduced, and the gear shifting success rate is improved.

For example, referring to fig. 3, the powertrain 100 has an engine-driven mode of operation, and when the powertrain 100 is in the engine-driven mode of operation, the engine 10 is on, the electric machine 20 is off, and the first member T is on.

It will be appreciated that when the high voltage system or the motor 20 and control system fails or the high voltage battery pack does not need to exchange energy with the power system 100, the sun gear is controlled to brake and the motor 20 is locked. The output power of the engine 10 is sequentially output through the speed change unit 30, the gear ring and the planet carrier, at this time, the planetary gear mechanism is a first-stage speed-reducing and torque-increasing speed change mechanism, the speed ratio is (1+ alpha)/alpha, the working condition is irrelevant to the motor 20 and a high-pressure system, the engine 10 is driven independently, the energy loss of the motor 20 along with the rotation is solved, and the system efficiency is improved.

The power system 100 according to the embodiment of the invention has multiple working modes, can adapt to more working conditions, reduces the control difficulty, does not have too high or too low rotating speed in the working process, reduces the damage of the counter electromotive force generated by the high-speed rotation of the motor 20 to a high-voltage system, reduces the mechanical load of the system, and is beneficial to improving the energy-saving and emission-reducing effects of the power system 100 because the engine 10 and the motor 20 are always in a high-efficiency region to work.

Preferably, the power system 100 of the embodiment of the invention can be a single motor 20 system, thereby reducing the system cost and the difficulty of arranging the whole vehicle.

In some preferred embodiments of the present invention, referring to fig. 1-4, power system 100 may further include: the motor intermediate shaft L4 and the motor intermediate shaft L4 are connected to the motor 20, for example, the motor 20 may be connected to the motor intermediate shaft L4 through a reduction chain 21, the reduction chain 21 may include a first gear Z1 and a second gear Z2 engaged with each other, the first gear Z1 may be fixedly connected to an output shaft of the motor 20, and the second gear Z2 may be fixedly connected to the motor intermediate shaft L4. The motor intermediate shaft L4 is connected to the first element T, and the motor intermediate shaft L4 may be provided with a motor synchronizer S0, the motor synchronizer S0 is selectively braked, and the motor synchronizer S0 is selectively fixed with the third element J.

Specifically, referring to fig. 1 to 4, the motor synchronizer S0 may include a sliding hub G and a sliding sleeve H, wherein the sliding hub G is fixedly connected to the motor intermediate shaft L4, the sliding sleeve H is sleeved outside the sliding hub G through a spline structure, the sliding sleeve H is selectively connected to the third element J, the sliding sleeve H is selectively connected to the housing of the transmission unit 30, the housing of the transmission unit 30 is provided with a braking ring gear K, the sliding sleeve H is selectively connected to the braking ring gear K, the sliding sleeve H may be disposed between the third element J and the braking ring gear K, and the switching may be achieved by sliding the sliding sleeve H.

The speed changing unit 30 can be arranged in various ways, for example, the speed changing unit 30 can be a transmission, or can be some other gear reducer that performs a speed changing function, and the speed changing unit 30 is further described below as an example of a transmission, in which changes of an input shaft, an output shaft, and a gear can all form a new speed changing unit 30.

The speed change unit 30 only needs to realize speed change and torque change for the power of the engine 10, can completely use the speed change of a common fuel vehicle, does not need additional design change, is beneficial to the miniaturization of the power system 100, and can reduce the development cost of the whole vehicle and shorten the development period.

The transmission unit 30 may include at least one input shaft and at least one output shaft, each of which is selectively engageable with the engine 10, and optionally, a clutch device C0 is provided between each of the input shafts and the engine 10. Each input shaft is provided with at least one driving gear, each output shaft is provided with at least one driven gear, the driven gears are meshed with the corresponding driving gears, and the output shafts are connected with the second element Q.

Wherein, referring to fig. 4, the driving gear may be freely sleeved outside the corresponding input shaft, and the driving gear is selectively engaged with the corresponding input shaft, and preferably, each input shaft is provided with a gear synchronizer, and the gear synchronizer selectively synchronizes the driving gear with the corresponding input shaft. In other alternative embodiments, the driven gears may be disposed free of the corresponding output shafts, and the driven gears may be selectively engaged with the corresponding output shafts.

In some specific embodiments, as shown in fig. 4, the transmission unit 30 may be a four-speed dual clutch automatic transmission, and the transmission unit 30 includes a first input shaft L1, a second input shaft L1, and a power output shaft L3.

The first input shaft L1 is sleeved with a first-gear driving gear 1a and a third-gear driving gear 3a, the second input shaft L2 is sleeved with a second-gear driving gear 2a and a fourth-gear driving gear 4a, and the power output shaft L3 is fixedly provided with a first-gear driven gear 1b, a second-gear driven gear 2b, a third-gear driven gear 3b and a fourth-gear driven gear 4 b.

The plurality of gear driven gears are arranged in the order of the first gear driven gear 1b, the second gear driven gear 2b, the third gear driven gear 3b, and the fourth gear driven gear 4b in a manner of being close to or far from the engine 100. Through the position of rationally arranging a plurality of fender driven gear, can be so that a plurality of fender driving gears and a plurality of input shaft's position arrange rationally to can make driving system 100 simple structure, it is small.

The first gear driving gear 1a is meshed with the first gear driven gear 1b, the second gear driving gear 2a is meshed with the second gear driven gear 2b, the third gear driving gear 3a is meshed with the third gear driven gear 3b, and the fourth gear driving gear 4a is meshed with the fourth gear driven gear 4 b.

A third speed synchronizer S13, a third speed synchronizer S13, and a third speed synchronizer S13 are provided between the first speed drive gear 1a and the third speed drive gear 3a, and can be used to synchronize the first speed drive gear 1a with the first input shaft L1, and can be used to synchronize the third speed drive gear 3a with the first input shaft L1. For example, a third speed synchronizer S13 can include a hub G13 and a sleeve H13, the sleeve H13 can be selectively engaged with the first speed driving gear 1a, and the sleeve H13 can be selectively engaged with the third speed driving gear 3 a. This can save the number of synchronizers disposed on the first input shaft L1, so that the axial length of the first input shaft L1 can be shortened, and the cost of the power system 100 can be reduced.

A third-gear synchronizer S13, a third-gear synchronizer S13, and a fourth-gear synchronizer S24 are disposed between the second driving gear 2a and the fourth driving gear 4a, and may be used to synchronize the second driving gear 2a with the second input shaft L2, and may be used to synchronize the fourth driving gear 4a with the second input shaft L2. For example, the second-and-fourth-speed synchronizer S24 can include a hub G24 and a sleeve H24, the sleeve H24 can be selectively engaged with the second-gear driving gear 2a, and the sleeve H13 can be selectively engaged with the fourth-gear driving gear 4 a. This can save the number of synchronizers disposed on the second input shaft L2, so that the axial length of the second input shaft L2 can be shortened, and the cost of the power system 100 can be reduced.

Some specific modes of operation of power system 100 according to embodiments of the present invention are described below.

1) Static ignition: under the condition that the whole vehicle is in a static P gear, any one gear (such as first gear or second gear) is engaged and the corresponding clutch device C0 is combined to start the motor 20, so that the engine 10 rotates clockwise, and the output torque of the motor 20 is adjusted to enable the starting speed of the engine 10 to be about 800 revolutions per minute.

2) Dynamic ignition: when the whole vehicle runs in pure electric mode, the output torque of the motor 20 is properly adjusted by selecting a proper gear and combining with the corresponding clutch device C0.

3) Rotating speed coupling hybrid driving: referring to fig. 4, the sliding sleeve H is in the middle position, the planetary gear mechanism is in the free state, the speed change unit 30 is in a certain gear, the power of the engine 10 is output to the gear ring through the speed change unit 30, the power of the motor 20 acts on the sun gear through the speed reduction chain 21, the power (rotating speed) of the engine 10 is adjusted and distributed by the motor 20, the output rotating speed of the planet carrier is controlled, and therefore the running speed of the whole vehicle is adjusted, the resistance load of the whole vehicle is adjusted in a phase-changing manner, and the target of controlling the output rotating speed of the motor 20 is the target rotating speed of the engine 10 in the high.

4) Torque-coupled hybrid drive: in fig. 4, when the transmission unit 30 is engaged in the third gear (taking the third gear as an example), and the output rotation speed of the motor 20 is adjusted so that the rotation speed of the sun gear is equal to or close to the rotation speed of the carrier, the sliding sleeve H is slid rightward so that the sun gear and the sliding sleeve H are locked. The transition of the rotational speed coupling to the torque coupling is completed at this time. Thus, the planetary gear mechanism is rotated integrally, the motor 20 enters an electric or power generation mode according to a control instruction, and the load of the whole vehicle is adjusted to enable the engine 10 to work in a high-efficiency area.

Of course, in a certain gear, no matter in a torque coupling operation mode or a rotation speed coupling operation mode, the adjustment of the motor 20 is limited, when the rotation speed of the motor 20 reaches a certain value, the gear shifting unit 30 needs to perform gear shifting, and the motor 20 is adjusted again in a new gear, so that the motor 20 does not operate at an excessively high or excessively low rotation speed all the time, and it is ensured that the motor 20 and the engine 10 always operate in a high-efficiency region.

5) The engine 10 is driven alone: when the motor 20 is in a power generation or braking state in the running process of the whole vehicle, the rotating speed of the motor 20 approaches to 0 or the sliding sleeve H slides leftwards and is engaged with the braking gear ring K within a specified rotating speed range, and the motor 20 is locked. The power transmitted from the engine 10 through the transmission unit 30 is transmitted to the carrier through the ring gear to be output, and the engine 10 is driven independently.

6) Low-speed pure electric drive: the transmission unit 30 is simultaneously engaged into two gears, so that the power output shaft L3 of the transmission unit 30 is locked, for example, the transmission unit 30 is simultaneously engaged into the first gear and the fourth gear, and respectively engages with the first clutch device C1 and the second clutch device C2, at this time, the ring gear is braked and locked, the control sliding sleeve H is located at the middle position, and the motor 20 is controlled to rotate to operate the vehicle.

7) High-speed pure electric drive: the sleeve H slides into engagement with the carrier, the transmission unit 30 is in neutral, and the electric motor 20 is controlled to rotate to run the vehicle.

8) Parking power generation: when the whole vehicle is in a P-gear working condition, the planet carrier is braked, the speed change unit 30 is engaged into a certain gear, the engine 10 drives the motor 20 to rotate passively, and the motor 20 can be a permanent magnet synchronous motor 20 and generates electricity under the control of a motor controller.

9) Driving to generate electricity: in the rotational speed coupling operation mode or the torque coupling operation mode, after the power output from the engine 10 is transmitted to the ring gear, a part of the power is output to the main reducer driving gear Z through the carrier, and the other part of the power is generated by the sun gear driving motor 20.

10) The reverse gear function: reverse gear can be achieved by controlling the motor 20 to rotate in the reverse direction in the pure electric drive working mode (the direction of rotation of the motor 20 is opposite to the pure electric forward direction).

11) Neutral gear function: when the sliding sleeve H is in the middle position, no matter the whole vehicle runs in pure electric mode or hybrid drive mode, the speed change unit 30 is only required to be engaged in a neutral gear. The neutral gear function is important, when the trailer needs to be dragged when the whole vehicle breaks down, the resistance can be reduced by engaging the neutral gear, and the motor 20 can play a role in protecting a high-voltage system of the whole vehicle without passively rotating. In addition, resistance-free coasting is also a method of saving energy during driving.

The invention also discloses a vehicle, and the vehicle provided with the power system 100 of any one of the embodiments.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims

1. A power system (100), comprising:

a motor (20);

an engine (10);

a transmission unit (30), the transmission unit (30) being selectively engageable with the engine (10);

a planetary gear mechanism having a first element (T) connected to the motor (20), a second element (Q) connected to an output end of the transmission unit (30), and a third element (J) connected to a power output portion of the power system (100);

a motor intermediate shaft (L4), the motor intermediate shaft (L4) is connected with the motor (20) and the first element (T), a motor synchronizer (S0) is arranged on the motor intermediate shaft (L4), the motor synchronizer (S0) is selectively braked, and the motor synchronizer (S0) is selectively fixed with the third element (J);

the motor synchronizer (S0) comprises a sliding hub (G) and a sliding sleeve (H), the sliding hub (G) is fixedly connected with the motor intermediate shaft (L4), the sliding sleeve (H) is sleeved outside the sliding hub (G) through a spline structure, and the sliding sleeve (H) is selectively connected with a shell of the speed change unit (30);

a reduction chain (21), wherein the reduction chain (21) comprises a first gear (Z1) and a second gear (Z2) which are meshed with each other, the first gear (Z1) is fixedly connected with an output shaft of a motor 20, and the second gear (Z2) is fixedly connected with the motor intermediate shaft (L4);

the speed change unit comprises an output shaft and two input shafts, each input shaft is selectively jointed with the engine (10), the two input shafts are selectively connected with the output shaft in a power coupling mode, the output shaft is connected with the second element (Q), the two input shafts are respectively positioned on two sides of the motor intermediate shaft (L4), the output shaft and the motor intermediate shaft (L4) are respectively positioned at two axial ends of the planetary gear mechanism, and the engine (10) and the motor intermediate shaft (L4) are positioned at the same axial end of the planetary gear mechanism.

2. The powertrain system (100) of claim 1, wherein the transmission unit (30) has a brake ring gear (K) on a housing thereof, and the sliding sleeve (H) is selectively coupled to the brake ring gear (K).

3. The powertrain system (100) of claim 1, wherein each of the input shafts has at least one drive gear thereon and the output shaft has at least one driven gear thereon, the driven gear being in meshing engagement with the corresponding drive gear;

the driving gear is sleeved outside the corresponding input shaft in an empty mode and the driving gear is selectively jointed with the corresponding input shaft, or the driven gear is sleeved outside the corresponding output shaft in an empty mode and the driven gear is selectively jointed with the corresponding output shaft.

4. The powertrain system (100) of claim 1, wherein the third member (J) is a planet carrier, the first member (T) is one of a sun gear and a ring gear, and the second member (Q) is the other of a sun gear and a ring gear.

5. The powertrain system (100) of claim 1, wherein the powertrain system (100) has a speed coupled mode of operation, the engine (10) outputting power when the powertrain system (100) is in the speed coupled mode of operation, the electric machine (20) being activated, the first element (T) being unbraked and not secured with the third element (J).

6. The powertrain system (100) of claim 1, wherein the powertrain system (100) has a torque-coupled operating mode, the engine (10) outputs power, the electric machine (20) is activated, the first element (T) and the third element (J) are controlled to be fixed when a rotation speed of the electric machine (20) is equal to a rotation speed of an output of the transmission unit (30), and the powertrain system (100) enters the torque-coupled operating mode.

7. The powertrain system (100) of claim 1, wherein the powertrain system (100) has an engine-driven mode of operation, the engine (10) being operated, the electric machine (20) being not operated, and the first element (T) being braked when the powertrain system (100) is in the engine-driven mode of operation.

8. A vehicle, characterized in that a power system (100) according to any one of claims 1-7 is provided.