Dual-motor pure electric power system, automobile and control method thereof

Abstract

The application relates to a dual-motor pure electric power system, which comprises a first motor, a second motor, a first transmission mechanism connected with the first motor, a second transmission mechanism connected with the second motor, an intermediate shaft connected with the first transmission mechanism and the second transmission mechanism, a first one-way clutch located between the intermediate shaft and the first transmission mechanism, a second one-way clutch located between the intermediate shaft and the second transmission mechanism, a third transmission mechanism connected with the intermediate shaft, and a wheel connected with the third transmission mechanism. Correspondingly, the application also provides a car based on the power system and a control method. The dual-motor pure electric power system provided by the application can meet the power performance demand of the car under the working conditions of starting and emergency acceleration, effectively reduces the power consumption, and can be used as a separate front drive or rear drive power system for a four-wheel drive new energy car.

Description

Technical Field

[0001] This invention relates to the field of automotive drive system technology, specifically to a dual-motor pure electric power system, and correspondingly, to an automobile based on the power system, as well as a control method based on the power system. Background Technology

[0002] With the increasing severity of energy shortages and environmental pollution, national regulations are becoming increasingly stringent. Developing electric vehicles is the only way to reduce fuel consumption, emissions, improve the atmospheric environment, and meet emission standards.

[0003] Most electric vehicles on the market are currently pure electric single-speed systems, which have certain limitations in terms of power and efficiency. In terms of power, especially when climbing steep hills and accelerating rapidly, their actual performance is not very satisfactory. Multi-motor systems often require multiple clutches or synchronizers for mode switching, resulting in a more complex structure. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a dual-motor pure electric power system with a simple structure, which realizes two-speed drive, protects the motor, and enhances the reliability of the system.

[0005] The technical problem to be solved by this invention is to provide a car that improves the smoothness and comfort of the vehicle.

[0006] The technical problem to be solved by the present invention is to provide a control method based on the power system, which can smoothly and freely switch between different working conditions, with a stable process and convenient operation.

[0007] To address the aforementioned technical problems, this invention proposes a dual-motor pure electric power system, comprising a first motor, a second motor, a first transmission mechanism connected to the first motor, a second transmission mechanism connected to the second motor, an intermediate shaft connected to the first and second transmission mechanisms, a first one-way clutch located between the intermediate shaft and the first transmission mechanism, a second one-way clutch located between the intermediate shaft and the second transmission mechanism, a third transmission mechanism connected to the intermediate shaft, and a wheel connected to the third transmission mechanism.

[0008] The first one-way clutch includes a first outer ring connected to the first transmission mechanism, a first inner ring connected to the intermediate shaft, and a first locking structure located between the first outer ring and the first inner ring;

[0009] The second one-way clutch includes a second outer ring connected to the second transmission mechanism, a second inner ring connected to the intermediate shaft, and a second locking structure located between the second outer ring and the second inner ring;

[0010] When the rotational speed of the first outer ring is greater than the rotational speed of the first inner ring, the first one-way clutch is engaged and transmits torque;

[0011] When the rotational speed of the first outer ring is less than the rotational speed of the first inner ring, the first one-way clutch is in a non-engaged state, and the first transmission mechanism and the intermediate shaft work independently of each other.

[0012] When the rotational speed of the second outer ring is greater than the rotational speed of the second inner ring, the second one-way clutch is engaged and transmits torque;

[0013] When the rotational speed of the second outer ring is less than that of the second inner ring, the second one-way clutch is in a non-engaged state, and the second transmission mechanism and the intermediate shaft work independently of each other.

[0014] Preferably, the first transmission mechanism includes a first driving gear and a first driven gear meshing with the first driving gear, wherein the first driving gear is connected to the first motor via a spline.

[0015] Preferably, the first driven gear is connected to the first outer ring of the first one-way clutch.

[0016] Preferably, the second transmission mechanism includes a second driving gear and a second driven gear meshing with the second driving gear, wherein the second driving gear is connected to the second motor via a spline.

[0017] Preferably, the second driven gear is connected to the second outer ring of the second one-way clutch.

[0018] Preferably, the intermediate shaft includes a first input end connected to the first inner ring, a second input end connected to the second inner ring, and an output end connected to the third transmission mechanism.

[0019] Preferably, the third transmission mechanism includes a main reduction input gear and a main reduction gear, the main reduction gear meshing with the main reduction input gear, and the main reduction input gear being connected to the output end of the intermediate shaft;

[0020] The wheel is connected to the main reduction gear.

[0021] Preferably, it also includes a differential, which is connected to the wheel.

[0022] An automobile, characterized in that it includes the aforementioned dual-motor pure electric power system.

[0023] A control method based on the aforementioned power system includes:

[0024] When the car is in launch control mode: the speed of the first motor and the second motor increases, so that the speed of the first transmission mechanism and the second transmission mechanism is greater than the speed of the intermediate shaft. The first one-way clutch and the second one-way clutch are locked. The torque of the first motor is transmitted to the wheels through the first transmission mechanism, the first one-way clutch and the intermediate shaft. The torque of the second motor is transmitted to the wheels through the second transmission mechanism, the second one-way clutch and the intermediate shaft.

[0025] When the car is in normal starting or cruising conditions: the first motor is not working and the first one-way clutch is in a non-engaged state; the second motor is working, the speed of the second transmission mechanism meshing with the second motor is greater than the speed of the intermediate shaft, the second one-way clutch is locked, and the torque of the second motor is transmitted to the wheels through the second transmission mechanism, the second one-way clutch and the intermediate shaft.

[0026] When the car is under high torque acceleration: the second motor continuously outputs power; the speed of the first motor increases, and drives the first rotating mechanism to accelerate until the speed of the first transmission mechanism exceeds the speed of the intermediate shaft. At this point, the first one-way clutch is locked, and the torque of the first motor is transmitted to the wheel through the first transmission mechanism, the first one-way clutch, and the intermediate shaft. The first motor and the second electrode output power together.

[0027] When the car is in an overspeeding condition: the car speed exceeds the design speed of the first motor, the outer ring speed of the first one-way clutch is less than the inner ring speed, and the first one-way clutch enters a non-engaged state.

[0028] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0029] 1. The dual-motor pure electric power system provided by this invention adopts a dual-motor two-speed structure, which can meet the power performance requirements of the vehicle under conditions such as starting and rapid acceleration. By setting the first one-way clutch and the second one-way clutch, the first motor and the second motor can be selectively disconnected, which can ensure that the two motors can operate simultaneously or independently. This structure can also be used in four-wheel drive new energy vehicles as a separate front-wheel drive or rear-wheel drive power system. At the same time, when the vehicle is running at overspeed, it can also prevent the second motor from dragging the first motor, protecting the motor and enhancing the reliability of the system.

[0030] 2. The automobile provided by this invention can meet the power requirements under conditions such as high speed and rapid acceleration. It adopts a one-way clutch with a purely mechanical structure, which makes the engagement process of the first motor and the second motor smoother and improves the smoothness and comfort of the automobile.

[0031] 3. The dual-motor pure electric power system provided by this invention uses a first one-way clutch and a second one-way clutch as disconnection devices. These are purely mechanical disconnection devices. Compared with multi-plate clutches, one-way clutches do not require complex control strategies, are low in cost, have a simple structure, require less space, and do not require complex hydraulic control modules or electromagnetic clutch drive control modules. This significantly improves the cost and weight of the power system. Compared with dog-tooth clutches, one-way clutches engage when the inner and outer rings are at the same speed, resulting in a smoother engagement process and improving the overall smoothness and comfort of the vehicle.

[0032] 4. The control method based on the above-mentioned power system provided by the present invention selectively disconnects the first motor and the second motor by setting the first one-way clutch and the second one-way clutch. It can smoothly and freely switch between different operating conditions of the vehicle, and the process is stable and easy to operate. It effectively reduces power consumption and prevents the second motor from dragging the first motor, thus protecting the motor. Attached Figure Description

[0033] Figure 1 A schematic diagram of the structure of the dual-motor pure electric power system provided by the present invention;

[0034] Figure 2 This is a schematic diagram of the dual-motor pure electric power system provided by the present invention. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and preferred embodiments.

[0036] like Figure 1-2 As shown, a dual-motor pure electric power system includes a first motor 1, a second motor 2, a first transmission mechanism 3 connected to the first motor 1, a second transmission mechanism 4 connected to the second motor 2, an intermediate shaft 5 connected to the first transmission mechanism 3 and the second transmission mechanism 4, a first one-way clutch 6 located between the intermediate shaft 5 and the first transmission mechanism 3, a second one-way clutch 7 located between the intermediate shaft 5 and the second transmission mechanism 4, a third transmission mechanism 8 connected to the intermediate shaft 5, and a wheel 9 connected to the third transmission mechanism 8.

[0037] The first one-way clutch 6 includes a first outer ring 61 connected to the first transmission mechanism 3, a first inner ring 62 connected to the intermediate shaft 5, and a first locking structure 63 located between the first outer ring 61 and the first inner ring 62.

[0038] The second one-way clutch 7 includes a second outer ring 71 connected to the second transmission mechanism 4, a second inner ring 72 connected to the intermediate shaft 5, and a second locking structure 73 located between the second outer ring 71 and the second inner ring 72.

[0039] When the rotational speed of the first outer ring 61 is greater than the rotational speed of the first inner ring 62, the first one-way clutch 6 is engaged and transmits torque;

[0040] When the rotational speed of the first outer ring 61 is less than the rotational speed of the first inner ring 62, the first one-way clutch 6 is in a non-engaged state, and the first transmission mechanism 3 and the intermediate shaft 5 work independently of each other.

[0041] When the rotational speed of the second outer ring 71 is greater than the rotational speed of the second inner ring 72, the second one-way clutch 7 is engaged and transmits torque;

[0042] When the rotational speed of the second outer ring 71 is less than the rotational speed of the second inner ring 72, the second one-way clutch 7 is in a non-engaged state, and the second transmission mechanism 4 and the intermediate shaft 5 work independently of each other.

[0043] The first motor 1 is used to provide power, and its driving force is transmitted to the intermediate shaft 5 through the first transmission mechanism 3, so as to realize the driving of the intermediate shaft 5 by the first motor 1.

[0044] The second motor 2 is used to provide power, and its driving force is transmitted to the intermediate shaft 5 through the second transmission mechanism 4, so as to realize the driving of the intermediate shaft 5 by the second motor 2.

[0045] The first transmission mechanism 3 is connected to the first motor 1 and is used to transmit driving force. It includes a first driving gear 31 and a first driven gear 32 that meshes with the first driving gear 31. The first driving gear 31 is connected to the first motor 1 through a spline to facilitate the transmission of the driving force of the first motor 1. The first driven gear 32 meshes with the first driving gear 31 to ensure that the driving force of the first motor 1 can be transmitted to the first driven gear 32.

[0046] In order to achieve the linkage between the first transmission mechanism 3 and the first one-way clutch 6, the first driven gear 32 is connected to the first outer ring 61 of the first one-way clutch 6. Therefore, when the first driven gear 32 rotates, the first outer ring 61 rotates together with the first driven gear 32.

[0047] The second transmission mechanism 4 is connected to the second motor 2 and is used to transmit driving force. It includes a second driving gear 41 and a second driven gear 42 that meshes with the second driving gear 41. The second driving gear 41 is connected to the second motor 2 through a spline to facilitate the transmission of the driving force of the second motor 2. The second driven gear 42 meshes with the second driving gear 41 to ensure that the driving force of the second motor 2 can be transmitted to the second driven gear 42.

[0048] In order to achieve the linkage between the second transmission mechanism 4 and the second one-way clutch 7, the second driven gear 42 is connected to the second outer ring 71 of the second one-way clutch 7. Therefore, when the second driven gear 42 rotates, the second outer ring 71 rotates together with the second driven gear 42.

[0049] The intermediate shaft 5 is used to transmit the driving force of the first motor 1 and the second motor 2, and transmit the driving force to the third transmission mechanism 8. It includes a first input end connected to the first inner ring 62, a second input end connected to the second inner ring 72, and an output end connected to the third transmission mechanism 8. The first input end is connected to the first inner ring 62. Therefore, when the first one-way clutch 6 is engaged, the rotation of the first outer ring 61 is transmitted to the first inner ring 62, and the rotation of the first inner ring 62 is transmitted to the first input end, thereby transmitting the torque of the first transmission mechanism 3 to the intermediate shaft 5.

[0050] The second input end is connected to the second inner ring 72. Therefore, when the second one-way clutch 7 is engaged, the rotation of the second outer ring 71 is transmitted to the second inner ring 72, and the rotation of the second inner ring 72 is transmitted to the second input end, thereby transmitting the torque of the second transmission mechanism 4 to the intermediate shaft 5.

[0051] The output end is used to output the torque of the intermediate shaft 5, which is connected to the third transmission mechanism 8. The third transmission mechanism 8 transmits the drive wheel to the wheel 9, ensuring that the wheel 9 can rotate normally.

[0052] The first one-way clutch 6 is used to select the driving force of the first motor 1 according to actual needs. It includes a first outer ring 61 connected to the first transmission mechanism 3, a first inner ring 62 connected to the intermediate shaft 5, and a first locking structure 63 located between the first outer ring 61 and the first inner ring 62. The first outer ring 61 is connected to the first driven gear 32 of the first transmission mechanism 3, so it rotates together with the first driven gear 32.

[0053] The first inner ring 62 is connected to the first input end of the intermediate shaft 5, so the first inner ring 62 rotates together with the intermediate shaft 5, which facilitates the transmission of driving force to the intermediate shaft 5.

[0054] The first locking structure 63 is used to achieve one-way locking between the first outer ring 61 and the first inner ring 62. When the rotational speed of the first outer ring 61 is greater than the rotational speed of the first inner ring 62, the first locking structure 63 locks the first inner ring 62 and the first outer ring 61, so that the first one-way clutch 6 is engaged and transmits torque. When the rotational speed of the first outer ring 61 is less than the rotational speed of the first inner ring 62, the first locking structure 63 cannot lock the first inner ring 62 and the first outer ring 61, and the first one-way clutch 6 is in a non-engaged state. The first transmission mechanism 3 and the intermediate shaft 5 work independently of each other.

[0055] The second one-way clutch 7 is used to select the driving force of the second motor 2 according to actual needs. It includes a second outer ring 71 connected to the second transmission mechanism 4, a second inner ring 72 connected to the intermediate shaft 5, and a second locking structure 73 located between the second outer ring 71 and the second inner ring 72. The second outer ring 71 is connected to the second driven gear 42 of the second transmission mechanism 4, so it rotates together with the second driven gear 42.

[0056] The second inner ring 72 is connected to the second input end of the intermediate shaft 5, so the second inner ring 72 rotates together with the intermediate shaft 5, which facilitates the transmission of driving force to the intermediate shaft 5.

[0057] The second locking structure 73 is used to achieve one-way locking between the second outer ring 71 and the second inner ring 72. When the rotational speed of the second outer ring 71 is greater than the rotational speed of the second inner ring 72, the second locking structure 73 locks the second inner ring 72 and the second outer ring 71, so that the second one-way clutch 7 is engaged and transmits torque. When the rotational speed of the second outer ring 71 is less than the rotational speed of the second inner ring 72, the second locking structure 73 cannot lock the second inner ring 72 and the second outer ring 71, and the second one-way clutch 7 is in a non-engaged state. The second transmission mechanism 4 and the intermediate shaft 5 work independently of each other.

[0058] The third transmission mechanism 8 is connected to the output end of the intermediate shaft 5. It includes a main reduction input gear 81 and a main reduction gear 82. The main reduction input gear 81 is connected to the output end of the intermediate shaft 5 to facilitate the transmission of the driving force of the intermediate shaft 5. The main reduction gear 82 meshes with the main reduction input gear 81 to ensure that the power of the intermediate shaft 5 can be transmitted to the main reduction gear 82 through the main reduction input gear 81, thereby realizing the transmission of power.

[0059] The wheel 9 is connected to the main reduction gear 82. Therefore, when the main reduction gear 82 rotates, the wheel 9 rotates along with the main reduction gear 82, thereby realizing the forward and backward movement of the vehicle.

[0060] In order to enable the vehicle to drive better, the wheels 9 will not rotate at the same speed at all times. Therefore, the present invention also includes a differential 10, which is connected to the wheels 9.

[0061] The dual-motor pure electric power system provided by this invention, under launch control conditions, requires the driver to press the accelerator pedal deeply, indicating a greater demand for power. At this time, the first motor 1 and the second motor 2 jointly output power. By controlling the output power of the first motor 1 and the second motor 2, the rotational speed of the first driven gear 32 and the second driven gear 42 is made greater than the rotational speed of the intermediate shaft 5, thereby locking the first one-way clutch 6 and the second one-way clutch 7. The torque of the first motor 1 and the second motor 2 can be transmitted to the intermediate shaft 5, and the intermediate shaft 5 transmits power to the wheel 9 through the third transmission mechanism 8, thus ensuring that both motors can output torque.

[0062] Under normal starting conditions, the driver lightly presses the accelerator to obtain gentle power. Under cruising conditions, the vehicle operates under moderate load and does not require both motors to work simultaneously. Therefore, the working process is similar under normal starting and cruising conditions: the first motor 1 is not working, and the second motor 2 outputs power. At this time, since the first motor 1 is not working, the first outer ring 61 of the first one-way clutch 6 is stationary, and its first inner ring 62 rotates under the action of the second motor 2 and the intermediate shaft 5. Therefore, the first one-way clutch 6 is in a non-engaged state. By controlling the output power of the second motor 2, the speed of the second driven gear 42 is greater than the speed of the intermediate shaft 5, which locks the second one-way clutch 7. That is, the torque of the second motor 2 is output, and the first motor 1 will not be dragged and rotated in the opposite direction, ensuring the torque output efficiency and protecting the first motor 1.

[0063] Under high torque acceleration conditions, if the driver suddenly accelerates and the torque demand is large, the first motor 1 needs to quickly and smoothly engage. At this time, the second motor 2 continues to output power, and the first motor 1 needs to quickly and smoothly engage. The first motor 1 starts to accelerate and drives the first transmission mechanism 3 to accelerate. When the speed of the first transmission mechanism 3 increases and exceeds the speed of the intermediate shaft 5, the speed of the first outer ring 61 of the first one-way clutch 6, which was less than the speed of the first inner ring 62, enters a state where the speed of the first outer ring 61 is greater than the speed of the first inner ring 62. That is, the first one-way clutch 6 enters the engagement state from the non-engaged state. The power of the first motor 1 is transmitted to the intermediate shaft 5 through the first transmission mechanism 3. The first motor 1 successfully engages and provides power together with the second motor 2.

[0064] Under overspeed conditions: When the vehicle speed exceeds the design speed of the first motor 1, entering an overspeed condition, if the first driven gear 32 continues to rotate, driving the first driving gear 31 to rotate, it will cause reverse drag on the first motor 1, affecting the lifespan of the first motor 1 and jeopardizing the reliability of the system. Here, through the design of the first one-way clutch 6, the first one-way clutch is in a disengaged state during the overspeed process, ensuring that the first motor 1 is not dragged, thus protecting the first motor 1.

[0065] The dual-motor pure electric power system provided by this invention adopts a dual-motor two-speed structure, which can meet the power performance requirements of the vehicle under conditions such as starting and rapid acceleration. By setting the first one-way clutch 6 and the second one-way clutch 7, the first motor 1 and the second motor 2 can be selectively disconnected, which can ensure that the two motors can operate simultaneously or independently. This structure can also be used in four-wheel drive new energy vehicles as a separate front-wheel drive or rear-wheel drive power system. At the same time, when the vehicle is running at overspeed, it can also prevent the second motor 2 from dragging the first motor 1, protecting the motor and enhancing the reliability of the system.

[0066] Accordingly, the present invention also provides a vehicle based on the above-mentioned power system, including the above-mentioned dual-motor pure electric power system. The vehicle equipped with this power system can meet the power requirements under conditions such as high speed and rapid acceleration. The use of a one-way clutch with a purely mechanical structure makes the engagement process of the first motor 1 and the second motor 2 more stable, thereby improving the smoothness and comfort of the vehicle.

[0067] Accordingly, the present invention also provides a control method based on the above-mentioned power system, comprising the following steps:

[0068] When the car is in launch control mode: the driver presses the accelerator pedal deeply, the first motor and the second motor accelerate and rotate, so that the speed of the first transmission mechanism and the second transmission mechanism is greater than the speed of the intermediate shaft, so that the first one-way clutch and the second one-way clutch are locked. The torque of the first motor is transmitted to the wheels through the first transmission mechanism, the first one-way clutch and the intermediate shaft, and the torque of the second motor is transmitted to the wheels through the second transmission mechanism, the second one-way clutch and the intermediate shaft.

[0069] When the car is in normal starting or cruising conditions: when the driver lightly presses the accelerator, the first motor does not work and the first one-way clutch is in a non-engaged state, so that the first outer ring will not cause reverse drag on the first motor during the rotation of the intermediate shaft.

[0070] When the second motor operates, the rotational speed of the second transmission mechanism meshing with it is greater than the rotational speed of the intermediate shaft, causing the second one-way clutch to be locked. The torque of the second motor is transmitted to the wheel through the second transmission mechanism, the second one-way clutch, and the intermediate shaft.

[0071] When the car is under high torque acceleration: when the driver suddenly accelerates, the second motor continuously outputs power;

[0072] The first motor starts to accelerate and drives the first rotating mechanism to accelerate until the speed of the first transmission mechanism exceeds the speed of the intermediate shaft. At this point, the first one-way clutch is locked, and the torque of the first motor is transmitted to the wheel through the first transmission mechanism, the first one-way clutch, and the intermediate shaft. The first motor and the second motor output power together.

[0073] When the car is in an overspeeding condition: at this time the vehicle speed exceeds the design speed of the first motor, the outer ring speed of the first one-way clutch is less than the inner ring speed and enters a non-engaged state, and the first motor will not be dragged in the opposite direction.

[0074] The control method based on the above-mentioned power system provided by the present invention selectively disconnects the first motor and the second motor by setting the first one-way clutch and the second one-way clutch. It can smoothly and freely switch between different operating conditions of the vehicle, and the process is stable and easy to operate. It effectively reduces power consumption and prevents the second motor from dragging the first motor, thus protecting the motor.

[0075] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A dual-motor pure electric power system, characterized in that, The application relates to a two-gear drive device, which comprises a first motor, a second motor, a first transmission mechanism connected with the first motor, a second transmission mechanism connected with the second motor, an intermediate shaft connected with the first transmission mechanism and the second transmission mechanism, a first one-way clutch located between the intermediate shaft and the first transmission mechanism, a second one-way clutch located between the intermediate shaft and the second transmission mechanism, a third transmission mechanism connected with the intermediate shaft, and wheels connected with the third transmission mechanism. The first one-way clutch comprises a first outer ring connected with the first transmission mechanism, a first inner ring connected with the intermediate shaft, and a first locking structure located between the first outer ring and the first inner ring. The second one-way clutch comprises a second outer ring connected with the second transmission mechanism, a second inner ring connected with the intermediate shaft, and a second locking structure located between the second outer ring and the second inner ring. When the rotating speed of the first outer ring is greater than that of the first inner ring, the first one-way clutch is in engagement and transmits torque. When the rotating speed of the first outer ring is less than that of the first inner ring, the first one-way clutch is in non-engagement, and the first transmission mechanism and the intermediate shaft work independently. When the rotating speed of the second outer ring is greater than that of the second inner ring, the second one-way clutch is in engagement and transmits torque. When the rotating speed of the second outer ring is less than that of the second inner ring, the second one-way clutch is in non-engagement, and the second transmission mechanism and the intermediate shaft work independently. The intermediate shaft comprises a first input end connected with the first inner ring, a second input end connected with the second inner ring, and an output end connected with the third transmission mechanism. When the automobile is in normal starting or cruising conditions, the first motor does not work, the first one-way clutch is in non-engagement, the second motor works, the rotating speed of the second transmission mechanism engaged with the second motor is greater than that of the intermediate shaft, the second one-way clutch is locked, and the torque of the second motor is transmitted to the wheels through the second transmission mechanism, the second one-way clutch and the intermediate shaft.

2. The dual-motor, pure electric powertrain system of claim 1, wherein, The first transmission mechanism comprises a first driving gear and a first driven gear engaged with the first driving gear, wherein the first driving gear is connected with the first motor through a spline.

3. The dual-motor, pure electric power system of claim 2, wherein, The first driven gear is connected with the first outer ring of the first one-way clutch.

4. The dual-motor, pure electric powertrain system of claim 1, wherein, The second transmission mechanism comprises a second driving gear and a second driven gear engaged with the second driving gear, wherein the second driving gear is connected with the second motor through a spline.

5. The dual-motor, pure electric power system of claim 4, wherein, The second driven gear is connected with the second outer ring of the second one-way clutch.

6. The dual-motor, pure electric power system of claim 1, wherein, The third transmission mechanism comprises a main reduction input gear and a main reduction gear, wherein the main reduction gear is engaged with the main reduction input gear, and the main reduction input gear is connected with the output end of the intermediate shaft. The wheels are connected with the main reduction gear.

7. The dual-motor, pure electric power system of claim 1, wherein, The device further comprises a differential connected with the wheels.

8. An automobile characterized by comprising: The power system comprises the double-motor pure electric power system according to any one of claims 1-7.

9. A control method for a power system according to any one of claims 1-7, characterized by Comprise: When the automobile is in the launch mode, the rotation speeds of the first motor and the second motor are increased, so that the rotation speeds of the first transmission mechanism and the second transmission mechanism are greater than the rotation speed of the intermediate shaft, the first one-way clutch and the second one-way clutch are locked, the torque of the first motor is transmitted to the wheels through the first transmission mechanism, the first one-way clutch and the intermediate shaft, and the torque of the second motor is transmitted to the wheels through the second transmission mechanism, the second one-way clutch and the intermediate shaft; When the automobile is in the large-torque acceleration mode, the second motor continuously outputs power, the rotation speed of the first motor is increased, and the first transmission mechanism is accelerated until the rotation speed of the first transmission mechanism is greater than the rotation speed of the intermediate shaft, the first one-way clutch is locked, the torque of the first motor is transmitted to the wheels through the first transmission mechanism, the first one-way clutch and the intermediate shaft, and the first motor and the second motor jointly output power; When the automobile is in the overspeed mode, the automobile speed is greater than the designed rotation speed of the first motor, the rotation speed of the outer ring of the first one-way clutch is less than the rotation speed of the inner ring, and the first one-way clutch is in the disengaged state.

Images